Pedestrian and Bicyclist Study - Houston

Clear Lake
Pedestrian and
Bicyclist Study
September 2011
Traffic Engineers, Inc.
Innovative Transportation Solutions
1
Executive Summary
10
Needs Assessment
26
Public Engagement
48
Recommendations
Implementation
80
Conclusion
84
Appendix
Dan Raine, AICP, LCI, City of Houston
Gina Mitteco, AICP,
Houston-Galveston Area Council
Project Team
Geoff Carleton, AICP; Project Manager
Ian Hlavacek, PE
Keiji Asakura, RLA
Zakcq Lockrem
contents
64
Project Sponsors
Chapter Heading
Clear Lake Pedestrian and Bicyclist Study
Executive Summary
summary
The Clear Lake Pedestrian & Bicyclist Study, and the recommendations made
within this report, represents a significant opportunity for the City of Houston to
improve walking and biking for its citizens. This opportunity includes expanding
the network of bicycle facilities and connecting to regional corridors and
planned projects for both recreational and utility trips. The recommendations
also represent an approach to improve safety and pedestrian connectivity in
the community while providing options for healthy, active trips. Analysis and
observation within the study area identified many active users and an unmet
demand for more opportunities to make walking and biking trips.
H-GAC Special District Program
The Houston-Galveston Area Council (H-GAC) coordinates special district
studies in areas of the region where there are significant opportunities to replace
vehicle trips with pedestrian or bicycle trips based on factors such as destinations,
land use mix, density, and demographics. These studies are key elements of
the Pedestrian and Bicyclist program as they identify specific infrastructure
improvements to improve pedestrian and bicyclist safety and mobility in highpriority districts. The results of the studies have been used to help guide regional
investments in pedestrian and bicycle infrastructure.
summary
The City of Houston and other communities within the region have developed
a growing network of on and off street bike facilities and sidewalk networks that
form the basis of non-motorized mobility options. The City of Houston identified
the Clear Lake area as a gap in the overall bicycle master plan and understood
that the area was recognized as a regional priority. Based on this, the City
applied for and received a 50-50 matching grant from H-GAC to develop this
study to expand the network as funding opportunities become available.
1
Clear Lake Pedestrian and Bicyclist Study
About the Study Area
Pasadena
City of
Houston
Nassau
Bay
Webster
2
summary
Study Area
The study area is an approximately 10 square mile region
in the southeast portion of the City of Houston. The limits
of the project study area include El Dorado and Space
Center Boulevards to the northwest and northeast,
respectively, IH-45 to the west, and NASA Parkway in the
south. Major corridors within the study area include Bay
Area Boulevard, El Camino Real, SH 3 and the Union
Pacific railroad corridor that runs parallel to SH 3. The
area largely coincides to the Clear Lake City masterplanned community that was annexed into the City of
Houston in 1977.
The study area is primarily within the City of Houston
but also includes a portion of the City of Webster in the
southern quadrant of the study area. In addition, the study
area is adjacent to the cities of Nassau Bay to the east and
Pasadena to the north and close to other communities
including League City, Friendswood and Taylor Lake
Village. Harris County, Precinct 2 also maintains several
of the roadways within the study area.
Our Approach
The approach to developing the Clear Lake Pedestrian
and Bicyclist Study combined in depth assessment and
observations of the conditions and needs in the study area
with a multi-faceted engagement with key stakeholders
including government agencies, major employers, running
and cycling clubs, social service agencies and the general
public. Stakeholders provided input on success factors
for the study that led to the development of overall study
goals. Community input was gathered though stakeholder
interviews, public meetings and online tools and surveys.
The field assessments and stakeholder input was
combined to determine major trip origins and destinations
as well as existing barriers to increasing walking and biking
trips. The recommendations and a conceptual plan were
developed to identify high priority projects to address the
goals for the study.
Existing Conditions and Needs Assessment
• Documentation and observations of area roadways
and easement corridors
• Data analysis - (demographics, employment, land
use)
• Gap assessment
Recommendations and Conceptual Plan
• Identification of high priority corridors to improve
mobility and tool box of improvement options
• Recommended projects to address opportunities
and gaps identified in Needs Assessment
Public & Stakeholder
Involvement
• Stakeholder
meetings
›› Gov’t Agencies
›› Employers
• Public Meetings
›› Meeting 1: Issues
and Existing
Conditions
›› Meeting 2: Bike Ride
and Design Charrette
›› Meeting 3: Presenting
the Plan
• Online Tools
Implementation Plan
• Project prioritization approach based on cost,
feasibility, demand and community input
• Recommendation to improve culture of
walking and biking in Clear Lake
›› Website:
walkbikeclearlake.com
›› Online Survey
›› Prioritization Survey
›› Social Media
Conclusion and Final Report
• Development of this final report as well as online presentations to
share study finding with a broader audience
• Continued online presence through social media and the website
to share progress against the plan
3
summary
To achieve the recommendations identified in this study, an
implementation plan was developed. The implementation
plan identifies top project priorities based on cost,
feasibility and community input and identifies opportunities
to fund potential projects. It also identifies other nonengineering approaches to improving the walking and
biking culture in the Clear Lake area such as education
and encouragement.
Workplan Approach
Where people live, work and play in Clear Lake
The study area contains a very diverse set of
land uses and activity centers, as shown in the
adjacent figure. Residents want to be able to
walk or bike to and from these destinations.
Residential - primarily single-family in the
western portion of the study area with pockets
of multi-family spread throughout focused along
major corridors.
summary
4
Major job centers - two of the largest job
centers in the Houston Region in Johnson Space
Center and the Clear Lake Medical Center with
additional focus of retail and education related
jobs. The METRO Park & Ride facility also
provides connections to other job centers in
central Houston.
Legend
single-family residential
multi-family residential
office
retail
public and institutional
park and open space
industrial
utilities
vacant or undeveloped
CCISD
Johnson Space
Center
Regional
Medical Center
Commercial - primarily strip center retail
focused on Bay Area Boulevard, NASA
Parkway, SH 3 and IH-45 corridors.
Educational facilities - there are seven CCISD
schools within or adjacent to the study area,
UH-Clear Lake along the norther border of the
study area.
Green Space and Parks - Bay Area Park,
Challenger Park, Armand Bayou, the former
Clear Lake Golf course, and Clear Lake are all
very near the study area.
N=606
89% of survey
respondents want to
live in a community
where people can
walk and bike to many
destinations
Legend
agree / strongly agree
somewhat agree / disagree
disagree / strongly disagree
89%
Study Goals
The team developed the following primary goals for the study based on stakeholder input
and an understanding of potential benefits from pedestrian and bicyclist improvements:
Safety
N=606
To provide safe facilities for walking and biking and
improve current areas that have a history of crashes
or feel unsafe.
89%
Choice
To ensure walking and cycling is a convenient
transportation option for a broad set of users and
trips.
Legend
agree / strongly agree
somewhat agree / disagree
disagree / strongly disagree
5
89%
89% of survey respondents
would walk 10 minutes to a
destination if they felt they
could do it safely.
Opportunities for all
To provide walking and biking opportunities with all
users in mind including bicyclists and pedestrians of
all ages and abilities.
In the online survey of over 600 participants,
only 35% of walkers and 11% of cyclist agreed
or strongly agreed they felt comfortable walking
or riding in Clear Lake
summary
Connectivity
To eliminate barriers to walking and cycling by
creating better connections between where people
are and where they want to go.
89% of survey respondents
would bike 10 minutes to a
destination if they felt they
could do it safely.
Conceptual Plan
Conceptual Plan
Walk Bike Clear Lake
Re
dB
Bay Area
Park
Recommended Bicycle Facilities
& Shared-Use Paths
lu
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Based upon the needs assessment, stakeholder input and opportunity analysis, a conceptual
plan was developed to identify
potential projects. Projects were
developed to connect major
destinations, address safety issues and fill existing gaps.
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13
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The recommended projects that
focus on bicycle and shared use
path connections include:
1.El Camino South Connections
and Shared-Use Path
2.METRO Park & Ride and
Neighborhood Connections
3.CLCCA / Golf Course
Shared-Use Paths and Bike
Routes
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Shared-Use Path
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Improvements
6.Gemini Ave. Bike Lanes /
Route
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8.Medical Center Bike Lanes /
Signed Shared Use
9.Texas Ave. Bike Lanes
10.SH 3 Improvements
11.Completing the Bay Area
Blvd - Red Bluff - Kirby Trail
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12.Shared-use path along
drainage ditch & utility
easement
13.NASA Parkway Bike Lane
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can be found in the Appendix
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Detailed descriptions of each
project including the components, the cost and major
benefits of implementation
can be found in the Recommendations (Chapter 4) and
Implementation (Chapter 5)
Chapters of the full report.
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14.CCISD School Access
Sidewalks
15.Commercial Access
Sidewalks
16.Clear Lake Regional Medical
Center Access Sidewalks
17.Barrier Crossing Sidewalks
(IH-45, SH 3, UP Railroad)
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Implementation Plan - Making the Plan Reality
Project implementation can go a long way towards
improving walking and cycling in the study area, but
that alone is not sufficient to improve the culture around
walking and biking in the region. Recommendations
have been made to focus on the other components
of a successful pedestrian and bicyclist system
including Education, Encouragement, Evaluation and
Enforcement (4 of the 5 E’s of a holistic plan) with the
5th E - Engineering relating to the projects identified in
the Conceptual Plan.
Example of some of these recommendations include:
• Partnering with local bicycle shops and cycling clubs
on programs to share bicycle education.
summary
8
• Creating awareness programs to alert others to
the benefits of walking and bicycling and how they
foster healthier, more livable communities.
• Expanding Bike to Work Days to cover Clear Lake
and adjacent cities to encourage more participation.
While the conceptual plan lays the ground work for what
the desired end state for improving walking and biking
will look like, the development of an implementation plan
provides the critical elements to make the conceptual
plan a reality.
The 17 projects identified through the Conceptual Plan
were prioritized to support the City of Houston and other
stakeholders in focusing resources where they will have
the most positive impact for the community. Projects
identified all have potential benefits for the region; assigned
priorities are relative to that of other Clear Lake projects.
The projects were broken into four priority categories.
Priority 1 - Highest priority represented by stronger
community support, lower costs, and higher ease of
implementation.
Priority 2 - Medium-high priority represented by solid
community support, low-medium costs, and/or medium
ease of implementation (some challenges).
Priority 3 - Medium priority represented by some
community support, Moderate costs and barriers costs,
and/or lower ease of implementation.
Priority 4 - Lower priority represented by limited community
support, higher costs and barriers, and/or lower ease of
implementation.
With a prioritized list of projects, the City of Houston and
other local agencies such as Harris County and adjacent
cities can target their efforts to deliver those projects that
will have the greatest benefit to the community. The
following table shows the prioritization of the projects
identified through this plan.
Clear Lake Project Prioritization Table
Project
#
Project Description
Cost Estimate
1
13
NASA Parkway Bike Lane Improvements
Improved bike lane markings (e.g., green paint) and completion of the connections
on the north and south end of the study area
$298,000
1
3
CLCCA / Golf Course Shared-Use Paths and Bike
Routes
Shared-use path along former Clear Lake Golf Course with adjacent bike routes to
provide connectivity and wayfinding
$683,000
1
11
Completing the Bay Area Boulevard - Red Bluff
Road - Kirby Road Trail Loop
Shared-use paths and on street improvements to complete 10-mile loop connecting major destinations including U of H Clear Lake and Bay Area Park
$1,432,000
1
10
State Highway 3 Improvements
Shoulder and intersection improvements to create a more bike friendly corridor
$67,700
2
4
CCISD Drainage Easement Shared-Use Path
Shared-use path along drainage easement connecting residential neighborhoods
to CCISD schools from Bay Area Boulevard to Space Center Boulevard
$368,500
2
15
Commercial Access Sidewalks
Improved sidewalks and intersection crossings along Bay Area Boulevard and El
Camino Real to provide better access to commercial retail corridors
Phase 1:
$232,000
3
5
Space Center Blvd Shared-Use Path and Intersection Improvements
Shared use path and intersection improvements on Space Center Boulevard west
of Middlebrook to improve pedestrian and bicycle access along the corridor
$841,000
3
12
Shared-use path along drainage ditch & utility
easement
Shared-use path providing north-south connectivity along the western edge of the
study area
$1,433,000
3
7
Saturn Lane Improvements
Improvements to existing shoulder and shared used path along corridor connecting
residential areas with Space Center Intermediate School and Johnson Space
Center
$429,000
3
2
METRO Park & Ride and Neighborhood
Connections
Improved connectivity to the Metro Park and Ride for bicyclist and pedestrian
including wayfinding, a shared used path and intersection improvements
$57,500
3
17
Barrier Crossing Sidewalks (IH 45, SH 3, UP
Railroad)
Pedestrian improvements targeted at addressing major barriers in the study area
including IH-45, SH 3, and the UP Railroad line
Phase 1:
$289,000
3
14
CCISD School Access Sidewalks
Sidewalk improvements to fill gaps and create a better pedestrian realm around
CCISD schools in and adjacent to the study area
Phase 1:
$84,000
4
1
El Camino South Connections and Shared-Use
Path
Improved connectivity for the El Camino South subdivision and connections
between Bay Area Boulevard and El Dorado Boulevard
$685,500
4
6
Gemini Avenue Bike Lanes / Route
Improved bicycle facility for north-south corridor parallel to Bay Area Boulevard
$633,000
4
16
Clear Lake Regional Medical Center Access
Sidewalks
Improved pedestrian connections in and around the Clear Lake Regional Medical
Center
Phase 1:
$635,000
4
9
Texas Avenue Bike Lanes
Improved east-west connectivity through the City of Webster linking Nasa Parkway
to Bay Area Boulevard
$592,000
4
8
Medical Center Bike Lanes / Signed Shared Use
Improved bicycle connections in and around the Clear Lake Regional Medical
Center
$316.700
Project # - Name
9
summary
Priority
Tier
Needs Assessment
10
To develop a successful pedestrian and bicyclist plan, it is important to understand
the existing conditions, needs of the community and the opportunities to address
those needs. With its diversity of land uses, Clear Lake represents a major
activity center for the greater Houston region with a variety of housing options,
economic drivers, entertainment and green space opportunities. West of Bay
Area Boulevard, development is primarily single family residential; pockets of
multifamily residential are mixed throughout the study area. The area includes
two of the Houston region’s largest job centers - NASA’s Johnson Space Center
and the Clear Lake Regional Medical Center, the second largest medical center
in the Houston region. Within the study area, commercial development is largely
concentrated along the major corridors of Bay Area Boulevard, SH 3, IH-45 and
NASA Parkway.
There are seven Clear Creek Independent School District (CCISD) schools within
or directly adjacent to the study area. There are other education facilities within
or near the study area including church affiliated schools and the University of
Houston – Clear Lake. Park and green space destinations near the study area
include Bay Area Park, Challenger Park, Texas Avenue Park and the former
Clear Lake Country Club (now owned by the Clear Lake Water Authority).
Although significant development exists that generates pedestrian and bicycling
activity, there are barriers to mobility, including major roadways, drainage and
utility easements, railroad tracks, and missing or poor quality infrastructure that
make walking and biking a challenge. These barriers and gaps have been
identified along with opportunity areas where investments could significantly
improve the pedestrian and bicycling environment. This chapter summarizes
the needs assessment for the area including gaps and opportunity areas to
improve walking and bicycling in Clear Lake.
11
Study Area Demographics
Statistic
needs assessment
12
Study Area
Harris County, Texas
Texas
Total population: Total
Households: Total
Households: Avg. household size
31,741
14,201
2.23
3,400,578
1,205,516
2.79
20,851,820
7,393,354
2.74
Median Household Income
Unemployed
Below Poverty Level
$50,374
4.5%
7.7%
$42,598
6.4%
15.0%
$39,927
6.0%
15.4%
% Own
% Rent
Vacancy
42.4%
57.6%
7.8%
55.3%
44.7%
7.1%
63.8%
36.2%
9.4%
Single Family Detached
Single Family Attached
Apt 2-9
Apt 10-49
Apt 50+
Other
34.3%
8.0%
18.5%
21.4%
17.7%
0.1%
55.7%
4.2%
10.0%
10.7%
16.3%
3.1%
63.4%
3.1%
9.8%
7.0%
7.3%
9.4%
% Hispanic
% White (non hispanic)
% Black (non hispanic)
% other (non hispanic)
32.0%
52.4%
11.3%
4.2%
32.9%
42.1%
18.2%
6.7%
15.2%
66.7%
6.2%
11.9%
% 16 or Under
% 18-34
% 35-64
% 65+
22.7%
32.1%
38.7%
6.6%
29.0%
27.2%
36.4%
7.4%
28.2%
25.7%
36.1%
9.9%
% No High School
% High School
% Assoc. Degree
% College Degree
% Grad School
9.9%
42.0%
6.8%
26.6%
14.7%
25.4%
43.0%
4.7%
17.9%
9.0%
24.3%
47.2%
5.2%
15.6%
7.6%
% Drive Alone
% Carpool
% Transit
% Bike
% Walk
% Other
77.7%
14.5%
1.9%
0.2%
1.9%
3.8%
75.7%
14.6%
4.1%
0.3%
1.8%
3.4%
82.4%
10.9%
1.7%
0.9%
1.7%
2.5%
Source: US Census Data (2000)
Demographic information for the Clear
Lake study area is shown in the table
to the left as well as comparative data
for Harris County and the State of
Texas to understand differences in the
study area.
Key takeaways for the study area from
this analysis include:
• Smaller than average household
size
• Larger than average median
income and below average
poverty rates
• High share of apartments
particularly in small to medium
complexes linked to high rental
rates
• Larger than average population
share in 18-34 year bracket than
Harris County; less than average
in under 17 years old bracket
• Higher than average educational
attainment, many with advanced
degrees
• Low transit share with more
single occupancy commuters
Drivers of Increased Walking and Biking
Existing Users
Certain demographic factors can
be indicators of increased walking
and biking in a community. The
factors include propensity to
bicycle commute, car ownership,
short commute distances, and
high percentages of young people
per household.
Less than 2.5%
2.5% - 5%
5% - 7.5%
More than 7.5%
% Zero Car Households
These indicators for higher walking
and biking are supported by the
significant number of pedestrians
and bicyclists observed in the
study area even in areas where
poor infrastructure exists.
Less than 5%
5% - 10%
10% - 15%
More than 15%
% Under 10 Minute Commute
Less than 10%
10% - 20%
20% - 30%
More than 30%
% Under 16 Years of Age
13
needs assessment
Potential Users
% Bike Commuters
Less than 5%
5% - 10%
More than 10%
Relative to regional averages,
residents in the study area are
slightly less likely to currently bike
commute than residents of the
wider Houston region, indicating
opportunity to improve. There
is also a number of younger
residents (22% 16 or under) who
are unable to drive a car.
Where people live, work and play in Clear Lake
The study area contains a very diverse set
of land uses and activity centers, as shown
in the adjacent figure. Residents want to
be able to walk or bike to and from these
destinations.
CCISD
Residential - primarily single-family in
the western portion of the study area with
pockets of multi-family concentrated along
major corridors.
needs assessment
14
Major job centers - two of the largest job
centers in the Houston region in Johnson
Space Center and the Clear Lake Medical
Center with additional retail and education
related jobs. The METRO Park & Ride facility
provides connections to other job centers in
central Houston.
Commercial - primarily strip center retail
concentrated on Bay Area Boulevard, NASA
Parkway, SH 3 and IH-45 corridors.
Educational facilities - there are seven
CCISD schools within or adjacent to the
study area; UH-Clear Lake is located on the
northern border of the study area.
Green Space and Parks - Bay Area Park,
Challenger Park, Armand Bayou, the former
Clear Lake Golf Course, and Clear Lake are
all near the study area.
UH Clear
Lake
Pasadena
Johnson Space
Center
METRO P&R
Nassau
Bay
Baybrook
Mall
Regional
Medical Center
Webster
Land Use
legend
single-family residential
multi-family residential
office
retail
public and institutional
park and open space
industrial
utilities
vacant or undeveloped
Major Destinations
Stakeholders
identified
the
following desirable destinations
to improve access for walking
and biking. Over 90% of survey
respondents agreed pedestrian
and bicycle access to the following
destinations should be provided or
improved.
3
1
8
1
1 Clear Lake Schools
1
8
2
2 Johnson Space Center
1
3 UH - Clear Lake
1
4 METRO Park and Ride
4
6
8
Retail and Employment
7
8
1
6 Baybrook Mall
7 Clear Lake Regional Medical Center
8 Parks and Open Spaces
needs assessment
5 Bay Area Boulevard
5
15
Safety Assessment
Historical crash data was analyzed within the study area to identify safety “hotspots” where recommendations may
be needed to address safety issues. The crash hotspots area shown in the figures below.
Vehicle Crashes 2003-2009
Pedestrian and Bicycle Crashes 2003-2009
45
needs assessment
16
45
More Crashes
Less Crashes
Pedestrian Crash
Bicycle Crash
Areas with higher concentrations of vehicle crashes can be perceived as unsafe for pedestrians and cyclists. Between
2003 and 2009, automobile crashes were concentrated along Bay Area Boulevard where high traffic volumes and
frequent driveway openings increase potential conflicts. Pedestrian and bicycle crashes are concentrated near the
CCISD schools on Bay Area Boulevard and near the intersection of El Camino Real and NASA Parkway, likely due
to the higher percentage of walking and biking usage in that area.
Sources: 2003-2009 Crash Record Information System, TxDOT
Traffic Assessment
45
45
17
0-10k vehicles
10-20k vehicles
>20k vehicles
Source: Field Observation
All Way Stop
Traffic Signals
Pedestrian Crossing
Within the study area traffic volumes increase closer to IH-45, with Bay Area Boulevard and NASA Parkway carrying
the most traffic. These high volume thoroughfares provide access to many activity centers but can also serve as
barriers to walking and biking. Lower volume streets such as Space Center Boulevard can provide opportunities
for creating attractive cycling facilities. Traffic signals can provide safe places to cross major roadways but are
not always located near destinations. Many intersections in the study area require improvements to improve safe
crossing for pedestrians, meet ADA requirements, or properly detect bicycles and allow them to safely cross the
intersection.
needs assessment
Source: H-GAC Travel Demand
Model 2009-2010
Major Barriers
Stakeholders identified the following
barriers to pedestrian and bicycle
mobility in the study area.
• Wide roadways with high
volume, fast moving traffic
• Wide intersections that are
difficult to cross
• Railroad track crossings
• Narrow bridges
• Drainage & Utility Easements
needs assessment
18
• Missing infrastructure and
infrastructure in poor conditions
(shoulders, sidewalks, trails,
bridges)
Major
Barriers
What Makes A Good Pedestrian Experience?
Qualities of a good pedestrian experience were analyzed to find potential gaps between existing conditions and
a good pedestrian realm. In the study area, poor or missing sidewalks were identified as the primary issue.
crossings
lighting
pedestrian lighting improves
safety and business visibility
great sidewalks don’t end
when you step off the curb.
shade allows activity
shade providing
and provides a buffer from cars,
even on the hottest days.
engagement
quality
ground level activity
promotes walking.
lack of obstruction
good sidewalks are wide enough for
conversation and not blocked by obstacles.
19
needs assessment
good pavement encourages use;
poor quality reduces use and
limits access.
Sidewalk Assessment
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where gaps exist in the existing sidewalk
network along major thoroughfares and
near activity centers within the study
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Major corridors like Bay Area
Boulevard, El Camino Real, SH 3, El
Dorado Boulevard and Medical Center
Boulevard have significant gaps
that show wear as pedestrians have
walked through grass to reach their
destination. A particularly challenging
area is crossing the UP railroad at any
of the major roadway crossings north of
SH 3, as sidewalks typically terminate
prior to crossing.
Currently, the majority of existing
sidewalks are 4’ wide which is the ADA
minimum standard and previous City of
Houston standard. This width is below
the current standard minimum width of
5’ maintained by the City of Houston.
This makes side-by-side walking
difficult and should be addressed as
projects are developed.
Locations where sidewalk gaps
exist and intersection improvements
are needed were a primary factor
in developing the recommended
pedestrian improvement projects for
this study.
Bay Area Blvd.
UP Railroad near SH 3
21
Bay Area Blvd.
Reseda Rd.
El Dorado Blvd.
Intersection Striping
needs assessment
Pedestrian treatments at intersections
vary in quality with most pavement
markings in worn conditions and in need
of maintenance. Most intersections
have pedestrian activated push buttons
and countdown timers, though some,
such as Feathercraft at Gemini and
Feathercraft at Bay Area Boulevard do
not.
What Makes A Good Biking District?
To answer this question, the project team examined a mixture of safe, attractive facilities that are appropriate to different
corridors in Clear Lake. The included recommended practices from the City of Houston Design Manual, the AASHTO
Recommended Practice for Design of Bicycle Facilities and other best practice approaches.
off-road trails
Bayous, drainage and utility easements
and other green spaces can provide wonderful opportunities for recreation and
transportation. In Clear Lake, these opportunities are numerous.
Boulder, CO
Buffalo Bayou Master Plan
needs assessment
22
residential streets
Houston, TX
This type of road makes up much of Clear
Lake. They are typically low volume, low
speed and feel comfortable for many
types of users.
Portland, OR
City of Houston Design Manual
Charlotte, NC
main streets
City of Houston Design Manual
Tempe, AZ
Los Angeles, CA
State Highway 3 carries a high volume
of traffic at very high speed, but it also
has wide shoulders. Cyclists may feel
comfortable biking next to the road, but
crossing is more difficult.
Dallas, TX
City of Houston Design Manual
Bastrop, TX
23
needs assessment
state highways
This type of road makes up the main
commercial backbones of Clear Lake.
Speeds are higher and volumes greater.
Without designated facilities, some
experienced cyclists will use them, but
few beginners.
Existing Bicycle Facilities and Opportunity Corridors
Currently,
there
are
many
opportunities to improve the bicycle
friendliness of the study area. As
shown in the adjacent Existing
Conditions and Opportunities figure,
the only existing bicycle facility
within the study area is the striped
bike lane on NASA Parkway. This 4’
bike lane is below the recommended
5’ width, though widening would be
difficult as it would require widening
the roadway or reducing vehicle
travel lanes. The bike lane is also
discontinuous on both the northern
and southern edges of the study
area.
needs assessment
24
Existing Conditions and Opportunities
Bike Lane
Shared-Use Path
Near the study area, several shareduse paths exist that would make
attractive regional connections.
These include the Bay Area
Boulevard / Red Bluff Road / Kirby
Drive loop that is only missing the
Space Center Boulevard section and
some improvements on Middlebrook
to be complete.
There are several attractive corridors
that have potential to connect major
destinations with bicycle facilities.
These include drainage easements
such as the former Clear Lake Golf
Club and the easement behind
the CCISD schools on Bay Area
Boulevard.
Easement North of CCISD High School
Gemini Road
Roads such as SH 3 and Space Center
Boulevard (east of Middlebrook) have
wide shoulders that could be used by
more cyclists if they were adequately
improved and maintained.
25
ILLUSTRATIVE
Spac
e Ce
Spac
e Ce
nter
Bl
nter
Bl
vd
do
d
Blv
Bay
Are
el
a Bl
vd
vd
ra
Do
el
o
in
m
Ca
Re
Ln
Gem
ini A
ve
al
Satu
rn
herc
Feat
raft
ok
Ln
bro
Dr
rB
ve
sA
te
en
lC
ica
ed
sa
rk
Pa
y
wa
0
Na
27
M
FM
Illustrative Bicycle Suitability
Assessment
lvd
xa
Te
Higher Suitability
Medium Suitability
Lower Suitability
needs assessment
Former Clear Lake Golf Course
Space Center Blvd Shoulder
te
Ga
There are also residential streets
and low volume collector streets that
have potential to serve as bicycle
corridors, with improved signing and
striping or pavement widening to
allow bike lanes or shared roadways.
This opportunity could be better
communicated to potential cyclists
through the use of a bicycle suitability
maps to show where opportunities
to ride exist even without dedicated
facilities.
he
M
s
O ay
nl 3
in 1:
e
Su
rv
ey
O
Ju
pe
M ne
ns
ee 9
tin :
g
O
ne
J
O uly
nl 19
in :
e
Su
rv
ey
C
Ju
lo
se
Bi ly
ke 20
s
R
id
e
&
M
ee
Se
tin
M pt
g
ee 7
Tw
tin :
o
g
Th
re
e
un
c
M
W ay
eb 3:
si
te
La
Public Engagement
26
Public Engagement Timeline
To better understand the needs of the community, the study team developed and executed
a stakeholder and community engagement approach that targeted input through a variety of
approaches. This was done in parallel with the other activities of the plan development and
provided critical feedback on various phases of the plan. The public engagement approach
included:
• Stakeholder Meetings
›› Government Agencies - interviews with City of Houston, Harris County, City of Webster, TxDOT
›› Employers - input from major employers including Johnson Space Center, Clear Creek ISD
and the Clear Lake Medical Center
• Public Meetings
›› Meeting 1: Issues and Existing Conditions
›› Meeting 2: Bike Ride and Design Charrette
›› Meeting 3: Presenting the Plan and Prioritizing Recommendations
• Online Tools
›› Website: www.walkbikeclearlake.com, an interactive website to share information and receive
questions and feedback
›› Online Survey - completed by more than 600 people and provided key input on issues and
themes heard through the course of the study
›› Prioritization Survey - web based survey to complement the prioritization exercise completed
during Public Meeting #3
›› Social Media - Houston Bikeway Program Facebook Page Twitter: @WalkBikeCLTX
The outcomes from the public involvement efforts were combined with the needs assessment
information to define and refine the recommendations made in this study.
27
Stakeholders
The study team worked with community and business
leaders to understand their perspectives and goals for
improving walking and biking in and around the study area.
This input helped refine the overall study approach and
steer the recommendations to ensure that the goals of a
broad set of constituencies were met.
Examples of questions that the stakeholders were asked to
provide input on include:
public engagement
28
•
What would the outcomes of a successful bicycle and
pedestrian plan for Clear Lake look like?
•
What do you think are the greatest barriers to walking
and biking in Clear Lake?
•
What destinations and activity centers in or near the
study area are most important?
•
What do you think are the most effective ways to
promote walking and biking?
•
Do you feel it is important to encourage walking and
biking as transportation? Why?
Stakeholders provided positive views and support for
walking and biking in general and specifically in the study
area. They identified health, environmental, economic and
equity benefits to investing in infrastructure like sidewalks
and bicycle facilities.
Stakeholders involved in the project include:
• City of Houston
›› Department of Public Works and Engineering
›› Department of Planning
›› Houston Bikeway Program
• Houston-Galveston Area Council
• City of Webster
• Texas Department of Transportation
• Harris County Public Infrastructure Department
• Harris County Precinct 2
• City of Pasadena
• Clear Creek Independent School District
• Johnson Space Center
• Space City Cycling Club
• Clear Lake City Community Association
• University of Houston - Clear Lake
• The residents of the Clear Lake region
The team would also like to thank the following
organizations for supporting and publicizing the
project:
• Bay Area News
• Change Magazine
• Local Bicycle and Running Shops
• BayTrans
Study Goals
The team developed the following primary goals for the study based on
stakeholder input and an understanding of potential benefits from pedestrian
and bicyclist improvements:
Safety
To provide safe facilities for walking and biking and improve current
areas that have a history of crashes or feel unsafe.
Choice
To ensure walking and cycling is a convenient transportation option
for a broad set of users and trips.
Connectivity
Opportunities for all
To provide walking and biking opportunities with all users in mind
including bicyclists and pedestrians of all ages and abilities.
public engagement
To eliminate barriers to walking and cycling by creating better
connections between where people are and where they want to go.
29
Public Meeting #1 Existing Conditions
The first of the three public meetings was well attended by area residents, employees,
and other individuals enthusiastic about making Clear Lake a better place to walk
and bike. The goal of the meeting was to share information about the study, educate
attendees about how to improve walking and biking and to get feedback from the
people who know Clear Lake best. These attendees provided great feedback on the
study goals and insights into where to focus the attention of the study. Participants
were given the opportunity to examine data collected by the team, identify important
local destinations, share barriers to biking and walking, speak with team members
and give input on additional goals. Using a Google Earth map, feedback from
participants identifying particularly challenging problem spots were collected and are
shown below.
public engagement
30
Google Map Input
Representative Users
During the public engagement
process,
four
profiles
were
developed that represent community
demographic groups, each with
different skill levels and reasons
for biking. Scenarios developed for
these characters were used to allow
participants to plan for a multitude of
people with different needs within the
study area.
During the workshops, we asked
participants to plan trip routes for
each profile to help understand the
opportunities and challenges in the
study area.
Sample Route Plan
Sophie learned to bike 4 years ago and loves to bike for recreation
with her parents and her friends. Her parents let her bike on the
streets in her neighborhood and in the park. Sometimes she bikes
to school with other children and a parent.
James, 16 years old, high school student
Although James just got his drivers license, his parents only have
two cars, and they don’t let him use one often. He uses his bike
to get to and from his part-time job at the mall, to spend time with
his friends and to get to school. He likes the amount of freedom
riding his bike gives him.
Jennifer, 28 years old, nurse
Jennifer works at a local hospital. As a nurse, she’s concerned
about both her health and her pocketbook. At the same time, she
also knows what it looks like when a car hits a cyclist. She’d like
to ride her bike to work for exercise, but she’s a little nervous to
try it out for the first time.
Ron, 42 years old, accountant
Ron took up biking in his 30s as a good low impact workout. He
spends money on the best equipment and regularly rides 30
miles a day during the week and even longer on weekends. He
enjoys taking part in group rides and is a member of the local
cycling club.
31
public engagement
Start
Finish
Sophia, 8 years old, kid
Public Meeting #2 Bike Ride
32
Route Map
public engagement
Topics of Discussion
Participents began the second public meeting with
a group bike ride with about 15 riders around the
study area. The group had a chance to explore
the possibilities and challenges of providing
walking and biking connections to transit, jobs,
and schools. Participents also braved some
rather harrowing moments — such as crossing a
bridge along Space Center Boulevard by using a
very narrow sidewalk or getting across Bay Area
Boulevard at an unsignalized intersection — as
well as positives, such as receiving instruction on
using bike racks on METRO buses.
Photos Courtesy of Steve Pedigo
Public Meeting #2 Ideas and Recommendations
After the group bicycle ride, meeting participants back at the CLCCA Pavilion to review the study findings
and the results of the Clear Lake survey. A toolbox of walking and biking improvements was presented
and the larger group then broke into several smaller groups to discuss barriers and opportunities
within and between particular districts of the study area. This design charrette allowed participants to
provide direct ideas for how to improve walking and biking in the study area by using the toolbox to
provide solutions on the maps that were provided. These ideas played a major factor in developing the
recommended projects in this plan.
The results of the design charrette exercise are shown on the following pages.
33
public engagement
Development of Districts
In order to better collect data at a more localized
level the team divided the study area into four
districts with some distinctive characteristics.
These four districts were used to collect public
input in the charrette exercise and to develop
recommendations for the conceptual plan.
•
•
•
•
public engagement
34
District 1 is heavily residential and also
contains the METRO Park and Ride facility.
District 2 contains residential uses and
many of CCISD’s schools, as well as the
former golf course site.
District 3 contains the Johnson Space
Center.
District 4 is largely within the City of
Webster and contains significant medical
and commercial uses.
The major divisions between the districts were
Bay Area Boulevard on the north-south axis and
el Camino Real on the east-west axis. Analyzing
the study area through districts enables a focus
on access to destinations within a district and
connectivity between the districts.
Connections between the districts typically
mean crossing a major barrier such as an arterial
roadway. Regional connection to areas outside
the study area were also considered.
Public Meeting #2 Charrette Results
District 1 includes primarily single family residential with some commercial along Bay Area Boulevard and an active
METRO Park and Ride Facility with bicycle parking facilities that are frequently used. Charrette recommendations
included improvements to corridors such as SH 3, Texas Avenue and several drainage easements. Other
opportunities for improvements including crossings along Bay Area Boulevard and those providing access to the
METRO Park and Ride were also identified.
35
public engagement
Public Meeting #2 Charrette Results
District 2 includes the Clear Lake City Community Association, the former Clear Lake Golf Course, several CCISD
schools in addition to single-family residential. Improvement ideas focused on the golf course and drainage
easements to access the residential neighborhoods and schools that are primary trip origins and destinations in
this district. Participants also identified extensions of recommendations to connect to destinations and existing
bicycle facilities outside the study area.
public engagement
36
Public Meeting #2 Charrette Results
District 3 encompasses Johnson Space Center and a mix of single-family and multi-family residential. Improvements
to Space Center Boulevard were a high priority to access the regional trail system and destinations such as Bay
Area Park and Armand Bayou. Access to Johnson Space Center and Space Center Intermediate School were
important with a focus being improvements along Saturn Boulevard. The bridge on NASA Parkway north of the
study area was also identified as an important area to connect the bike lanes on either side of the bridge.
37
public engagement
Public Meeting #2 Charrette Results
District 4 is primarily in the City of Webster and includes the growing Clear Lake Regional Medical Center as well as
commercial uses on Bay Area Boulevard and NASA Parkway. Suggested major improvements included improved
pedestrian and bicycle access along Texas Avenue and Medical Center Boulevard. as well as the installation of
bike racks at commercial destinations along NASA Parkway.
public engagement
38
Public Meeting #3 Implementation
Public Meeting #3 provided an opportunity to present the findings of the Clear
Lake Pedestrian and Bicyclist Study and an overview of the draft Conceptual
Plan. Each project was presented to the audience in detail, describing the
type of facilities that were recommended to address barriers and strengthen
connections to major destinations.
Attendees were given an opportunity to provide input on project priorities
through a voting exercise. A prioritization voting survey was also made
available on the project website so that those unable to attend could provide
input on implementation priorities.
39
public engagement
Online Engagement
public engagement
40
Online tools proved to be an effective
way to engage and communicate
with the Clear Lake community.
These tools were used to share
information, build interest and
collect feedback through a variety of
approaches.
A website was created at
www.walkbikeclearlake.com that
allowed the public to send emails,
provide
online
comments,and
answer two online surveys. In all,
over 600 people took the Clear Lake
Walking and Biking Survey and
the results are summarized on the
following pages.
Social media including Twitter and
the Houston Bikeway Program’s
Facebook page,with over 1000+
followers, were used to spread the
word about the project, meetings
and recommendations.
www.walkbikeclearlake.com
www.facebook.com/HoustonBikeways
www.twitter.com/walkbikecltx
Survey Results - Demographics
The online survey provided valuable
feedback from the community, on
goals, facility preference types and
priority destinations. The goals of the
survey were to:
• Gather input from the community
about current walking and biking
conditions in Clear Lake
• Identify major destinations for
increased connectivity
• Define major barriers to increased
walking and biking
• Understand facility preference
types (e.g., bike lanes, shared
use paths)
41
Survey Results by Zipcode
public engagement
• Educate the community about the
issues and some of the tools and
opportunities to improve walking
and biking
In all, 647 people took the survey.
They represented a useful crosssection of the community with a
distribution across region, gender
and age. A summarized review of
the survey results follows. Additional
results from the survey are available
in the appendix.
Gender
Age
Safety a Priority for Cyclists...
When selecting facility type preferences (shown on the opposite page) and providing the rationale for their selection,
respondents to the survey preferred greater amounts of separation from vehicle traffic, and identified the volume of
traffic and the speed of traffic as the most important factors in determining their comfort level with a particular facility.
Reason for selecting a facility type preference (Total number of times selected)
464
Amount of separation from vehicle traffic
203
Volume of vehicle traffic
186
Travel speed of vehicle traffic
133
Width of the bicycle facility
public engagement
42
65
Condition and quality pavement
60
Safe roadway crossings
45
Adjacent activity, destinations, and land use
21
Other (please specify)
Lighting
Landscaping (e.g. street trees and shade)
12
9
Others include:
• Ability to ride for a length of time without
stopping.
• Presence traffic signals
• Visibility & lighting
• Isolation
• Types and experience level of other path users.
• Driver expectation that cyclists will use the facility
Biking Facility Type Preference
Interestingly, respondents indicated a preference for a separated cycletrack to all other facility types. Discussion at
the first public meeting indicated this preference may be driven by both the separation from traffic and the potential
to be near activity centers and desirable destinations. Users also expressed a high level of comfort with riding on
local streets and shared used paths and a moderate level of comfort with on street bike lanes. Shared arterials were
not viewed as facilities most would be comfortable riding.
5.8
5.1
5.5
4.4
1.7
43
public engagement
Local/Residential
Shared Arterial
Bike Lane
Cycletrack
Scale of 1 to 6 (6 = Strongly Agree the type would be comfortable, 1 = Strongly Disagree)
Shared Use Path
...and for Pedestrians
Respondents to the survey ranked the amount of separation from vehicle traffic as critical for pedestrians trips and
identified the condition and quality of the sidewalk as important factors for deciding to walk. In general, pedestrians
felt more comfortable than bicyclists in moving around Clear Lake.
Reason for selecting a facility type preference (Total number of times selected)
415
Distance from traffic lanes
235
Condition and quality of the sidewalk
165
Width of sidewalk
public engagement
44
89
Adjacent activity, destinations, and land use
Amount of adjacent vehicle traffic
65
Landscaping (e.g. street trees and shade)
61
Speed of vehicle traffic
60
52
Safe roadway crossings
Other
Lighting
20
12
Others include:
• Visibility
• Isolation
• Proximity to street
• Protection from vehicles
• Trees
• Sidewalk quality
• No poles/obstacles in middle of sidewalk
• Low tree limbs
• Aesthetic appeal
Pedestrian Facility Type Preference
Based on the survey, respondents prefered wider sidewalk facilities, ground level activity, and tree shade with a
greater buffer from street traffic. Respondents seem to be more comfortable in a range of scenarios for walking
than biking but recognize the challenge that impediments and sidewalk gaps represent in the study area.
5.5
5.2
5.6
5.2
4.0
3.4
45
public engagement
1
2
3
5
Scale of 1 to 6 (6 = Strongly Agree the type would be comfortable, 1 =4 Strongly Disagree)
6
Barriers to Increased Walking and Biking
The respondents to the survey identified the major barriers to walking and biking in Clear Lake as primarily infrastructure
related. Issues such as a lack of sidewalks or trails and the quality of the trails were top priorities. Crossing major
roadway intersections, traffic volumes and speeds were also frequently identified as major barriers. Issues consistently
not seen as major barriers include air quality and crime.
Several of the factors viewed as intermediate barriers are issues that will likely become more important as more walking
and biking infrastructure gets built or upgraded. These include needs such as bicycle storage, shade trees, showers
and lighting.
public engagement
46
for pedestrians....
for bicyclists....
• Difficult to cross roadways/intersections
• Not enough sidewalks or trails
• Existing sidewalks are in poor condition
• Too much/Too fast traffic
• Lack of shade
• Destinations are too far
• Heat and humidity
• Lack of adequate lighting
• Lack of facilities
• Too much/Too fast traffic
• Difficult to cross roadways/intersections
• Lack of accessible curb ramps
• Poor air quality
• Fear of crime
• Condition and quality of facilities
• Need for shower after ride
• Condition of roadway
• Heat and humidity
• No place to park / lock up bike
• Lack of shade
• Lack of adequate lighting
• Fear of crime
• Poor air quality
Seen as a major barrier
Seen as an intermediate barrier
Limited / not seen as a barrier
Survey Quotes
More awareness of
sharing the road with bikes.
Sidewalks with a bike lane like
on Kirby, between Red Bluff &
Nasa Prkwy would be really nice.
Also a continuous loop for
recreation biking & walking
away from vehicle traffic
would be really nice.
Provide either maps to
destinations, and which paths to use
to promote venues to visit. Possibly
have 'group cycling' events to have
people see for themselves the
distance and things to do around
Clear Lake.
If my workplace had a
shower and locker room,
I'd bike to work so much
that my truck would
never run out of gas.
I just wanted to further emphasize
that I would love to bike more around
town but I have always chosen not to
because I do not feel safe on the
roadways with area drivers.
Sidewalks are in horrible condition as well
as main roads with far to many potholes
and drop offs. Another issue is that some
sidewalks end abruptly and then start again
and they do not all have wheelchair ramps.
As a cyclist it is very difficult crossing the
railroad tracks and there is a lack of biking
signs displayed in the area.
Before hurricane I walked and rode
bike a lot for recreation. Main barrier (huge) is
lack of bike racks for locking bikes - if nowhere
to lock it, can't leave it to go into a store. Second
barrier is absence of bike lane on ALL of NASA
Pkwy between Seabrook and JSC (it goes away
on bridge by Hilton ?!?)
A few of my friends do
ride to work and regale us with their
"barely missed getting hit by a car"
stories daily. Looking forward to seeing
the improvements that will come out
of this survey.
I walk for exercise. I
could walk to work or
grocery shopping, but
time, heat, and safety
(and the occasional
need to carry heavy
items) makes it
impractical. I could
bike for exercise, but
biking to/from work
would require me to
mix it up with traffic.
No way.
the two most important priorities
should be adding sidewalks and
bicycle lanes where there are
none...and adding good lighting to
the most frequently used routes.
We really need better biking and
walking accommodations. The
health or our community members
and our overall environmental
benefits are also excellent returns
on our investments.
Consider the cost of
upgrading sidewalks and bike
paths due to poor economic
conditions. Plan to do upgrades
after the budget is balanced and
the revenues are up.
Hike and bike trails on the
old Clear Lake Golf Course.
This would allow for excersize
far away from auto/truck
traffic. This would be very
safe for kids.
A reasonable area-wide
campaign for the
importance of sharing the
road with cyclist/walkers/
runners would be a great
benefit.
Providing safe biking access along
Bay Area Blvd should be highest
priority. There are a lot of restaurant
workers that commute along this
route including after dark.
Over 250 people provided detailed additional comments about the
study and potential opportunities or ideas. Most common themes
were a desire for more walking and bicycling infrastructure and
descriptions of what it would take to increase walking and biking in
the region. An attempt to provide a representative sample is shown
here. The full set of comments is available in the Appendix.
47
public engagement
I would purchase a bike and ride it
from my residence in Seabrook to
work at Johnson Space Center today,
if there existed a continuous bike lane.
Currently the bike lane along NASA
Parkway disappears while crossing
Clear Lake near Clear Lake Park and
does not re-appear until slightly west
of Space Center Blvd. This is the
largest barrier to me biking the 4 miles
to work instead of driving.
Any new roads or road modification
plans simply should include bike
lanes with the highest degree of
separation that is practical; even
though it is hot - people will start
using them which will cut back on
traffic and people will be healthier.
Recommendations
recommendations
48
The Conceptual Plan for pedestrian and bicycle improvements for the Clear
Lake study area is discussed in this chapter. The recommendations within this
plan are based on an analysis of the existing conditions and needs assessment,
land use origins and destinations, safety analysis and the input received from
stakeholders and the community combined with the study team’s expertise in
developing pedestrian and bicycle networks. Improvement ideas were developed
to address gaps and opportunity areas that have been identified through the
course of the study.
There are an array of improvement tools and represent opportunities to improve
walking and bicycling in the study area within the medium term (5-10 years)
that would be eligible for implementation both through local and federal funding
sources. Where possible, recommendations outline near term improvements
that have higher likelihood to be implemented, but in some corridors, phased
improvements have been defined where further engineering study, policy
changes or revisions to the roadway cross-sections or right of way would need
to be considered for the long term recommendations to be implemented.
49
recommendations
Recommendations were developed using the four districts introduced in the
public engagement chapter. The recommendations identified opportunities for
users that would significantly enhance connectivity in the study area by focusing
on major arterials and regional connections.. A detailed approach for prioritizing
and moving the projects to implementation is included in the Implementation
Plan chapter of this report.
Recommendation Toolbox
To develop the Conceptual Plan, various tools for improving walking and biking were applied to address the gaps and opportunities identified through the needs assessment and public involvement. An overview of toolbox of approaches used
to address these issues is shown here, and detailed descriptions are provided on the following pages.
recommendations
50
The following approaches build on the description in the 1999 AASHTO Guide
for the Development of Bicycle Facilities, City of Houston Standards, the 2009
Manual on Uniform Traffic Control Devices, and other best practices.
Facility Types
Sidewalk
Sidewalks - Effective sidewalks provide distinct separation of pedestrians and
vehicles, serving to increase pedestrian safety as well as to enhance vehicular
capacity. Sidewalks are typically an integral part of the transportation system
in developed residential and commercial activity centers and central business
districts. Sidewalks are typically a minimum of 5-feet in width (though wider is
frequently preferred) and offset from the road to provide a level of comfort for
pedestrians.
Shared Roadway (No Bikeway Designation) - Most bicycle travel in the United
States now occurs on streets and highways without any bikeway designations. In
some instances, the existing street system may be adequate for efficient bicycle
travel and signing and striping for bicycle use may be unnecessary. This is true of
many of the residential streets with low volume, low speed traffic in the study area.
“Sharrow”
Signed Shared Roadway - Signed shared roadways are designated by bike
route signs, and serve to provide continuity to other bicycle facilities (usually bike
lanes or shared use paths) or designate preferred routes through high-demand
corridors. They may also be supplemented with on-street shared routes markings
(e.g., “Sharrows”) They can include a wider outside line to accommodate cyclists
(typically 14-feet or more). Signing and Sharrows also serve to advise vehicle
drivers that bicycles are present.
recommendations
Residential Street
51
Bike Lane
Bike Lanes - Bike lanes are established with appropriate pavement markings and
signing along streets in corridors where there is significant bicycle demand and
where there are distinct needs that can be served. Bicycle lanes should ideally
be 5’ minimum in width and may be implemented through a variety of approaches
including, roadway widening, narrowing or reducing the number of existing lanes to
create space or by improving existing shoulders and providing signing and pavement
markings. Bike lanes maybe painted in color (primarily green) to improve visibility.
Wider striping or raised curbs may also be used to supplement bike lanes to create
a buffer and increase the amount of separation from vehicular traffic.
Other measures should be taken to ensure that bicycle lanes are effective facilities.
In particular, bicycle-safe drainage inlet grates should be used, pavement surfaces
should be smooth, and traffic signals should be responsive to bicyclists. Regular
maintenance of bicycle lanes should be a top priority, since bicyclists are unable to
use a lane with potholes, debris or broken glass.
recommendations
52
Typical 4-lane Cross-Section with Bike Lanes
Shared Use Path - Generally, shared use paths are facilities physically separated
from vehicular traffic and are shared by pedestrians and bicycles. These paths
should be used to serve corridors not served by roadways, particularly where open
space or wide utility, drainage or former railroad right-of-way exists. Shared use
paths should offer opportunities not provided by the road system. Theses facilities
can appeal to less experienced riders and can provide a recreational opportunity or,
MKT Trail in Houston in some instances, can serve as direct corridors to access destinations. Shared use
paths are recommended to be at least 10-feet in width (12-feet preferred) for two
way operation.
Intersection Improvements
While sidewalks and bicycle facilities are critical to creating an interconnected
network, intersections improvements need to be considered to connect that network
together. This study has identified a number of intersection improvements tools
that can be applied to increase connectivity and safety at intersections for both
bicyclists and pedestrians.
Examples of Crosswalk
Markings
Hybrid Signal Indications
Pedestrian Signal Indications
Pedestrian signal heads provide guidance on when it is appropriate to cross the
street. They assist pedestrians in deciding when to begin crossing the roadway in
the chosen direction of travel. For new installations, signal head with countdown
indications for the flashing pedestrian clearance interval are typically required.
Mid-Block Crossing Tools
Hybrid Pedestrian Beacon - A pedestrian hybrid beacon (sometime referred to
as a HAWK) is a special type of beacon used to warn and control traffic at an
unsignalized location and assist pedestrians in crossing a street at a marked
crosswalk. As shown in the adjacent MUTCD figure, they allow pedestrians to
activate the beacon to stop conflicting traffic; the beacon remains dark during other
times to maximize vehicle capacity.
53
recommendations
Countdown Pedestrian
Signal
Intersection Crosswalks
Crosswalk markings provide guidance for pedestrians who are crossing roadways
by delineating paths on approaches to and within signalized intersections, and on
approaches to other intersections where traffic stops. In conjunction with signs and
other measures, crosswalk markings also help to alert road users of a designated
pedestrian crossing point across roadways at locations that are not controlled by
traffic control signals or signs. Pedestrian ramps and pedestrian push buttons
should be placed appropriately at intersections in compliance with regulations such
as the Americans with Disabilities Act.
Rapid Rectangular Flash Beacon - Studies (FHWA-SA-09-009) have shown
that Rectangular Rapid Flash Beacons (RRFB) can enhance safety by reducing
crashes between vehicles and pedestrians at unsignalized intersections and midblock pedestrian crossings by increasing driver awareness of potential pedestrian
conflicts. RRFBs can be lower cost alternatives to traffic signals and hybrid signals
and increase driver yielding behavior at crosswalks significantly when supplementing
standard pedestrian crossing warning signs and markings. They are allowed by
FHWA as an experimental treatment in approved locations.
RRFB
Green Painted Bike Lane
at Merge Point - Seattle
recommendations
54
Bicycle Detection Sign
Intersection Improvements for Bicycles
Pavement Markings - Colored pavement (typically green) within a bicycle lane
increases the visibility of the facility and can identify potential areas of conflict
between vehicles and bicycles. Bicycle pavement markings through intersections
indicate the intended path of bicyclists through an intersection or across a driveway
or ramp. They guide bicyclists on a safe and direct path through the intersection, and
provide a clear boundary between the paths of through bicyclists and either through
or crossing motor vehicles in the adjacent lane.
Signal Detection and Actuation - Bicycle detection at traffic signals is used at
actuated signals to alert the signal controller of bicycle crossing demand on a
particular approach. It is important to both accurately detect bicyclists and provide
clear guidance to bicyclists on how to actuate detection (e.g., what button to push,
where to stand). They are especially important in left turn lanes where bicyclist are
turning left and in situations where extension of the green interval is necessary to
allow bicycles to safely cross the intersection.
Bicyclist will also typically benefit from the installation of Hybrid Pedestrian Signals
and RRFBs as they provide improved crossing opportunities at high volume crossing
locations.
Other Amenities
Recommended Projects
Wayfinding - A bicycle wayfinding system consists of
signing and/or pavement markings to guide bicyclists to
destinations along preferred bicycle routes. Signs are
typically placed at decision points along bicycle routes such
as at intersections of two or more bikeways. Signage may
provide confirmation that cyclists are on a particular route
or alert riders to decision points to reach their destinations.
By applying the improvement tools from the toolbox to
the gaps and opportunities identified through the Needs
Assessment and the Public Involvement phases of
the project, a set of recommended projects has been
developed. Projects are defined based on a set of related
improvements that could potentially be implemented
together to create attractive connections to major origins
and destinations. These projects are shown on the
conceptual plan maps on the following pages.
MUTCD Sign
D1-2c
Detailed project overviews with benefits, costs and
prioritization have been developed in the Implementation
Plan chapter of this report. Detailed profiles of area
roadways are available in the Appendix.
55
recommendations
Bicycle Storage - Bicycle storage
should provide appropriate facilities
for both short and long term use.
Bicycle racks such as the inverted
U provide a safe place for cyclists
as they make shorter stops such
as retail trips. Long term storage
should be provided through bike
lockers for shelter protection or by
locating the racks under existing
covered facilities. This will support
storage at facilities like the METRO
Park and Ride where several
lockers do exist.
The first two conceptual plan maps show study area level
views of the recommended projects for bicycle/shareduse and pedestrian improvements, respectively. They
are followed by a District level breakdown of projects
using the same districts defined in the needs assessment
and public involvement phases of the project.
Conceptual Plan
Conceptual Plan
Walk Bike Clear Lake
Re
dB
Bay Area
Park
Recommended Bicycle Facilities
& Shared-Use Paths
lu
ff
Based upon the needs assessment, stakeholder input and opportunity analysis, the conceptual plan was developed to identify
potential projects. Projects were
developed to connect major
destinations, address safety issues and fill existing gaps.
Rd
Armand Bayou
Nature Center
Middlebrook Dr
UH Clear
Lake
Clear Lake
High School
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Bl
Spa
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e
3
Bay
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Do
lvd
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Ca
Sat
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ini A
ve
Re
Metro
P&R
1
rcra
the
Fea
ft L
CITY OF NASSAU BAY
n
9
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sa
Na
r
Pa
SHARED-USE PATH
BIKE LANE
27
0
8
10
ay
kw
FM
Regional
rB
te
Medical
en
Center al C
c
i
ed
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ve
sA
Baybrook Mall
xa
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recommendations
Johnson
Space Center
el
2
lvd
6
CLCCA
56
nte
rB
Are
a Blv
d
5
12
CITY OF PASADENA
11
nte
rB
Kirby Rd
4
Spa
SIGNED BIKE ROUTE
SIGNED SHARED ROADWAY
CITY OF WEBSTER
OTHER TRAILS
PEDESTRIAN FACILITIES
13
SOLID
EXISTING FACILITY
DASHED
RECOMMENDED FACILITY
The recommended projects focused on bicycle and shared
use path connections include:
1.El Camino South Connections
and Shared-Use Path
2.METRO Park & Ride and
Neighborhood Connections
3.CLCCA / Golf Course SharedUse Paths and Bike Routes
4.CCISD Drainage Easement
Shared-Use Path
5.Space Center Blvd SharedUse Path and Intersection
Improvements
6.Gemini Ave. Bike Lanes / Route
7.Saturn Ln. Improvements
8.Medical Center Bike Lanes /
Signed Shared Use
9.Texas Ave. Bike Lanes
10.SH 3 Improvements
11.Completing the Bay Area Blvd Red Bluff - Kirby Trail Loop
12.Shared-use path along drainage
ditch & utility easement
13.NASA Parkway Bike Lane
Improvements
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l
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A profile of each of the roadway
corridors where recommendations have been made can be
found in the Appendix of this
report.
B
ud
B
s Dr
Sand
Coral
ee
lo
g
oc
rH
ill
D
bo
Pin
Ha
rn
e
ok
ro
tD
lls
Sou
n
ber Ct
Em
ht
Ct
bl
in
in
l
Pea
Hi
s
r
n
ee
gr
er
g
Bri
g
n
or
Ac
st
Ev
M
ano
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Pas
n
kl
Rad
ge
llin
et
er
Q
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B
d
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w
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en
sp
A
gg
Nu
nd
po
ok
ra
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th
uie
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Dr
tC
Bro
r
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lla
Vi
Detailed descriptions of each
project including the components, the cost and major benefits of implementation can be
found in the Implementation
Chapter of this report.
ge
Ln
pri
tS
g
Do
lm
St
ro
da
Ce
e
Ct
Mulberr y R id
ng
w
d
oo
res Rd
Ac
V
Dr
ne
to
gs
l
Va
gs C
t
Bouldercrest
Walk
n
ek
re
Sprin
n
Ki
aw
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a
din
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le
Circ
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d
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nt
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re
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ca
ve
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on
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ar
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ar Lak
n
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Fa
Hou
o
Br
nd
re
rc
bo
Ct
er
ld
Bou
mo
Al
G
Recommended Pedestrian Facilities
& Intersection Improvements
W
Ct
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n
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r
r
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L on g
B
Ct
Trl
ain
nt
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ty
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Walk Bike Clear Lake
ch
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tu
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prings
ing S
y Ln
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ms
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d e n Oak
ove Ct
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Conceptual Plan
Ja
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14.CCISD School Access
Sidewalks
15.Commercial Access Sidewalks
16.Clear Lake Regional Medical
Center Access Sidewalks
17.Barrier Crossing Sidewalks (IH45, SH 3, UP Railroad)
S ilve
le
ar
Sidewalk and intersection improvement projects include:
Vi
A
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Ap
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na
ad
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min
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bw
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METRO Park & Ride and
Neighborhood Connections
Dr
ve
Dr
ve
kg
ro
Dr
ro
e
ag
Ln
2
hill Dr
l
Vi
Signed route along Sea
o Liner Dr.
in
m
and Sea Lark Rd. el Ca
l
Be
Cape
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r
in
do
W
aft
Cr
M
er
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N
Dr
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To
m
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Dr
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Dr
la
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Dr
Ct
n
ta
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l
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Swanley
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m
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n
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Dr
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rv
de
El
es
in
rp
ve
Dr
r
D
ta
d
oo
W
n
Ru
Shared-use path betweenrnElLn
Dorado & Medical Center Blvd.
Path connection into El Camino
South subdivision
l
Cn
Hlp
Signed route along Piper’s
View Dr.,
El Toro Ln., and Eastcape Dr.
u
Signed route along
Buoy Rd.
By
w
Co
Bridge on Buoy Rd. across drainage
ditch.
rL
Rd
lD
i
ra
n
Iro
y
Vo
r
Metro
Dr
Seawolf
n
le
rg
to
as
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Vi
o
xt
Ro
rs
pe
Pi
1
Dr
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El Camino South Connections and
Shared-Use Path
1
t
Ln
hi
ni
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st
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d
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rea
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a
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Regional
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de
Medical
Center
n
Ly
sa
RR
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Av
ul
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s
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ifi
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so
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Bl
an
le
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r
Baybrook
Mall
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xa
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SIGNED BIKE ROUTE
RECOMMENDED FACILITY
re
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n
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Li
Dr
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es
nw
le
DASHED
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Dr
st
k
Gate
broo
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BIKE LANE
EXISTING FACILITY
Shared-use path along drainage
ditch and Bay Area Blvd. between
Sea Liner Rd. and Feathercraft Ln.
el
re
oo
r
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Ba
PEDESTRIAN FACILITIES
d
De
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St
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l
al
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ar
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of
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ve
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F
vd
SIGNED SHARED ROADWAY
Rd
dge
Ri
d
er R
e Riv
Forg
Ln
Vista
at
he
ft
ra
Flora
lin
t
Elde
G
recommendations
P e b b le
ll
W
Ca
e
Av
ve
al
Bu
u
District 1: Residential & Transit
Recommended Projects
Ri
la
la
G
Dr
Pl
Holl y
Ro
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Seafo
Seacliff
District 4:
Medical Center
lle
Rd
a
fo
a
Se
r
ne
Li
Dr
or
D
el
a
Se
lio
W
r
ter Dr
oy
o
ad
m
am Rd
Bu
vd
Bl
Su
aD
l li
Fa
r
Ci
Whitcomb
Elem
n
Li
District 3:
Johnson Space Center
e
da
Dr
Dr
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CLCCA
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Rd
Bu
Ln
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Re
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District 1: l
Residential
fieand Transit
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dw
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Bu
sv
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ry
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Bratten Ln
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Re
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Tr
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Hill W
2:
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We
Residential
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om
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Walk Bike Clear Lake Shealy
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Dr
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Pence Rd
l
a
Se
o
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rry
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n
Fairwind Rd
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r
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Woodhorn Dr
Dr
District One Conceptual Plan
Ln
r
ree
nD
e
ar
qu
r
rD
Signed route along Diana Ln.
between Ramada Dr. and
drainage ditch.
Shared-use path on one side of
drainage ditch from Space Center
Blvd. to west of El Dorado Blvd.
lke
Sky
d
Blv
Ave
B
n
m
Gre
en
Dr
en
5
Space Center Blvd Shared-Use
Path and Intersection
Improvements
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Shared-use path between Space
Center Blvd. & Bay Area Blvd. behind
Clear Lake High School
Rd
e
Colleg
e
OTHER TRAILS
O
ak
L e af
ink
age
EXISTING FACILITY
DASHED
RECOMMENDED FACILITY
Improvements at intersections to
increase ease and safety of crossings.
l
SOLID
Hol l y
5th
kD
r
r
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Delt
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Ln
urn
Ln
Ga
mm
al
Re
Ave
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ink
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D
t
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3rd
S
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sA
ve
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r
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te
nee
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Bu
m
rk
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min
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Ca
a
Se
Dr
Seacliff
Ave
El
Dr
da
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Dr
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Av
ar
la
St
Ln
Rd
Ge
na
ba
ink
Re
t
ts P
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ne
Li
Ro
gen
a
Bo
St
nan
z
aR
R
d
Shared-use path on north
side of the
road between El Dorado Blvd. and
Middlebrook Dr.
PEDESTRIAN FACILITIES
Tra
i
d
Pe b b le
age
St
ad
la w
ro
r
da
D
ma
al
D
Ra
u
ink
CCISD Drainage Easement SharedUse Path
ll
CLCCA
Rd
SIGNED SHARED ROADWAY
Fa
Pl
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Su
l li
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fie
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ay
l
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bw
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SHARED-USE PATH
d
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ntr
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nd
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Blv
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mb
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am
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s
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ada
dw
ll
Ca
te
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r
To
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ath
er G
de
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Ri
la
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Dr
win
d
Ric
hv a
fo
a
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Signed route along Ramada Dr.
between Reseda Dr. and Diana Ln.
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rov
Dr
Se
Re
Bra
Tho
I vy G
se
da
Dr
r
Ci
B
Dr
r
nt Way
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3
da
se
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Signed route along Reseda Dr.
between Gemini Ave. and Sea Liner
Dr.
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rym
Ma
se
Re
lvd
Re
B ay
y
uo
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Rd
Ln
w
Rd
da
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Rd
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za
nan
Bo
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Thund
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CLCCA / Golf Course
3
recommendations
cre
Ln
Ln
de
oy
Bu
nte
ake
cc
Ln
Ce
onro
stl
We
Wa
ve
Ln
Fairwind Rd
W
alb
n
d
Clear
Lake
City Elem
Re
dw
Rd
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om
i
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Se
ay
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va
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s
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Bu
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Ln
Dr
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Falcon Pass
Elem
Ba
ne
e
un
pt
Ne
e
Dr
r
Trl
eD
District 2:CITY
Schools
& Residential
OF
PASADENA
Recommended Projects
Horsepen Byu
rsity
hors
Se
al
hors
District 4:
Medical Center
Unive
eD
Sea
ec
av
W
iv
st
Fe
Sea
District 3:
Johnson Space Center
District 1:
Residential and Transit
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Clear Lake
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Mid
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Pen
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ide
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r
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nw
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Di
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Walk Bike Clear Lake
Es
en
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District 2:
Schools and
Residential
ep
te
ur
Brook Forest
H o rs
Mo
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Craighurst Dr
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liff
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Sa
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Falmouth Dr
Laurelfield Dr
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asa
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District Three Conceptual Plan
ore
con
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r
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EXISTING FACILITY
DASHED
RECOMMENDED FACILITY
CITY OF PASADENA
Dr
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L au r
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recommendations
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Fairwind Rd
Hu
l Way
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We
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Ba
Rd
B
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Signed route along Broadlawn Dr.
between Gemini Ave. and Space
Center Blvd.
B
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CITY OF NASSAU BAY
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side
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Tit
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Space Center
Int
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St
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Sat
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t
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rest
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Dr
ngs
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Bike lanes and signage along Gemini
Ave. between el Camino Real and
Space Center Blvd.
Lake Dr
Bo
Ln
r
e Dr
Dento
kale
r
Gemini Ave. Bike Lanes / Route
Forest
Sea
ale Rd
Seav
a
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Blv
te Ln
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n
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Sky
wal
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Dr
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District 3: Johnson Space Center
Recommended Projects
d
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Ram
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District 1:
Residential and Transit
SIGNED SHARED ROADWAY
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SIGNED BIKE ROUTE
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Schools and
BIKE LANE
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Saturn Ln. Improvements
Bike lanes on shoulder between Nasa
Parkway and Space Center
Intermediate.
oad
aR
Nas
1
ckin
Mo
Shared lane markings and signage
between Space Center Intermediate and
Bay Area Blvd.
Off road trail along south side of
Saturn Lane between Nasa Parkway
and Gemini Ave.
District Four Conceptual Plan
rk
i Av
e
rn L
Dr
District 2:
Schools and
Residential
District 3:
Johnson Space Center
u
p
Hl
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Co
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District 1:
Residential and Transit
District 4:
Medical Center
M
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Av
e
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27
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en
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rs
Bike lanes along Texas Ave.
between SH 3 and NASA Parkway
N
ld
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st
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10
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nu
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ni
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rk
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SH 3 Improvements
Improve existing shoulders along
roadway between SH 3 and NASA
Parkway and add bicycle markings.
St
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RECOMMENDED FACILITY
S
EXISTING FACILITY
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PEDESTRIAN FACILITIES
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OTHER TRAILS
lly
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M
recommendations
Texas Ave. Bike Lanes
FM
St
n
to
ng
hi
as
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BIKEineLANE
Ln
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h
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P
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CITY OF WEBSTER
B
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O
St
Ln
Bike Lanes along Feathercraft
e Ln.
ic
pr
Ca
between Bay Area Blvd. and
a p Blvd.
Medical Center
rice
Shared lane markings on Medical
Center Blvd. between Feathercraft
am
Ln. and Texas Ave.
as L
n
Bike lanes on Medical Center Blvd.
between Texas Ave. and Antigua Ln
Shared lane markings on
Kobayashi Rd. between Medical
Center Blvd. and NASA Parkway.
Nassa u
Rd
on
ve
e
Av
Dr
9
rd
ha
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District 4: Medical Center
Recommended Projects
ge
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Walk Bike Clear Lake
Ln
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Regional Connections Conceptual Plan
Re
dB
a Blvd
Bay Are
luff
Rd
District 2:
Schools and
Residential
District 3:
Johnson Space Center
Bay Area Park
District 1:
Residential and Transit
Armand Bayou
District 4:
Medical Center
Nature Center
Walk Bike Clear Lake
Regional Connections
Recommended Projects
CITY OF PASADENA
Spa
ce C
e
El
62
Completing the Bay Area Blvd Red Bluff Rd - Kirby Rd Trail Loop
12
Shared-use path along drainage
ditch & utility easement
nte
rB
lvd
lvd
vd
Bl
Johnson
Space Center
El
m
Ca
Sat
in
urn
o
al
Re
recommendations
11
Bay
Are
aB
o
d
ra
Do
Kirby Rd
11
12
Ln
CITY OF NASSAU BAY
k
ar
aP
y
wa
s
Na
Baybrook Mall
SHARED-USE PATH
BIKE LANE
SIGNED BIKE ROUTE
SIGNED SHARED ROADWAY
OTHER TRAILS
PEDESTRIAN FACILITIES
13
SOLID
EXISTING FACILITY
DASHED
RECOMMENDED FACILITY
13
Shared-use path along Space Center
Blvd. from NASA Pkwy. to
Middlebrook Dr.
Improve existing shoulders along
Space Center Blvd. and add bike lane
markings.
Bike lanes and shared-lane
markings along Middlebrook Dr.
Shared-use path along Bay Area
Blvd. between Horsepen Bayou
and Middlebrook Dr.
Ramps onto bridge sidewalk from
bike lanes on NASA Pkwy.
From SH 3 to bayou junction just west
of Bay Area Blvd.
Shared-use path between SH 3 and
Gatebrook Dr. along utility
easement.
NASA Parkway Bike Lane
Improvements
Bike lanes on NASA Parkway from
just south of Kobayashi Rd. to
Challenger Blvd.
Green bike lane markings at select
intersections.
yu
dB
an
rm
A
Ct
Pa
rk
Ln
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Sp
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Ro
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Ev
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Tangle Briar Dr
Lake Country Dr
Live Oak Ln
Pinewood Ln
sla
nd
Dr
SI
Pine Cir
Timber Cove Dr
Craigm
Dr
nd
W
oo
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Plantation
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Dr
Bayou View Dr
Sh
Biscayne Blvd
La
ke
race Dr
Ter
W
ay
e
d Ln
Mariner Village Dr
2nd
St
Lake Villa Dr
Kirby Blvd
alk
Skyw
Dr
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Conf e d
Club Ln
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Dr
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5th
3rd
St
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Kirby Blvd
n Pa
ss
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Ba
Are
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Ave
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ro
kg
Shadow Creek Dr
Willow Vista Dr
Pebblebrook Dr
t
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Barrier Crossing Sidewalks (I-45,
SH 3, and UP Railroad)
Dr
Pk
Reg
en
ts
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mini
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fo
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ve
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La
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Ave
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on
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s
xa
Te
yr
tle
Phase 1: Intersection
improvements and fill existing
sidewalk gaps
Phase 2: Upgrade sidewalk to
current standards (e.g. 5’ width min)
63
recommendations
Ln
Dr
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Pebble Banks Ln
Ln
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Ave
M
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27
S
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W
SIDEWALK GAPS
ag
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Bay
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INTERSECTION NEEDS
8
Dr
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Clear Lake Regional Medical
Center Access Sidewalks
Phase 1: Intersection
improvements and fill existing
sidewalk gaps
Phase 2: Upgrade sidewalk to
current standards (e.g. 5’ width min)
Ln
r
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45
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CITY OF WEBSTER
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CITY OF NASSAU BAY
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Regional Medical
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Bl
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16
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Harborcrest Dr
n Dr
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n Ln
Ln
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M
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Baybrook Mall
Y
ridge Dr
Ga
el Ca
r
Whispering Oaks
Commercial Access Sidewalks
Phase 1: Intersection
improvements and fill existing
sidewalk gaps
Phase 2: Upgrade sidewalk to
current standards (e.g. 5’ width min)
k
Bay
aft
Cr
er
th
Dr
a
Fe
da
Dr
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15
Lin
Johnson Space Center
Ln
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Uppe
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port
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sid
rk
La
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Dr
Gate
Ln
um
Pl
S ea
Shore
CCISD School Access Sidewalks
Phase 1: Intersection
improvements and fill existing
sidewalk gaps
Phase 2: Upgrade sidewalk to
current standards (e.g. 5’ width min,
6’ preferred on Bay Area Blvd.)
Mo
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Midf
Pedestrian Conceptual Plan
Implementation Plan
64
Project implementation can go a long way towards improving walking and cycling in the study
area, but that alone is not sufficient to improve the culture around walking and biking in the region
and maximizing the potential usage of those facilities. Recommendations have been made to
focus on the other components of a successfully implemented pedestrian and bicyclist system including Education, Encouragement, Evaluation and Enforcement (4 of the 5 E’s of a holistic plan)
with the 5th E - Engineering addressed through the projects identified in the Conceptual Plan.
The 17 recommended improvement projects identified in the Conceptual Plan for the Clear Lake
Pedestrian and Bicyclist Study were developed to address existing barriers and gaps to increase
walking and bicycling and create safe, high quality connections to major destinations and activity centers in the study area and the region. While the conceptual plan lays the ground work
for what the desired end state for improving walking and biking will look like, the development of
an implementation plan, as described in this chapter, provides the critical elements to make the
conceptual plan a reality. These elements include greater detail on project specifics, benefits and
connections. They also include a prioritization approach based on critical implementation elements including:
•
•
•
•
Cost estimates and funding options - Potential sources of funding and partnerships to
implement each project. Estimated costs for various design options to implement each of the
projects
Projected Demand - the likely usage for each of the recommended corridors based on currently demographic or the area, land use and activity centers
Feasibility/Ease of implementation - the ease or challenge of projects due to factors such
as right-of-way, policies and regulations, and construction challenges.
Community input - the feedback received through the public meetings and the website on
which identified projects the community would like to see happen first
With a prioritized list of projects, the City of Houston and other local agencies such as Harris
County and adjacent cities can target their efforts to deliver the projects that will have the greatest
benefit to the community. This Chapter also discusses potential air quality benefits that may be
realized by the implementation of recommended projects.
65
Developing a Pedestrian and Bicyclist Plan
While the majority of the recommendations identified through the course of this study are related to
infrastructure improvements, other factors are important to creating an atmosphere where an increasing
share of overall trips utilize non-vehicular modes including biking and walking. A substantial mode shift
would require a cultural change for users, motorists, employers, government officials and staff and others.
Cultural change would be supported by activities that go beyond the implementation of more pedestrian and
bicyclist infrastructure.
A framework for creating a holistic approach is the 5E Framework. The first E is Engineering, which is
developed through the planning and design of bicycle and pedestrian facilities. The other four E’s are:
• Education
• Encouragement
• Enforcement
• Evaluation
Developing programs to address these is a critical component to a successful and reinforcing pedestrian and
bicycle program.
implementation
66
Education
Education can be a powerful tool for enhancing the focus of a community toward increased walking and
biking. Education can inform related behavior while improving skills and safety. Pedestrians, bicyclists and
motorists can all benefit from educational approaches that teach them the rules, rights, and responsibilities
of various modes of travel.
It is also important to recognize that there is wide differences in skills and abilities among bicyclist, pedestrians
and motorists. Programs should be targeted across this range of target audiences. Potential opportunities
include:
• Partner with local bicycle shops and cycling clubs on programs to share bicycle education.
• Develop a bicycle suitability map to show the breadth of options available for increased riding at various
skill levels.
• Develop Safe Routes to School programs with Clear Creek ISD schools to better understand walking
and driving patterns for local schools and educate students and parents on benefits of increased walking
and biking.
• Work with driver education programs to increase driver knowledge of pedestrian and bicycle regulations.
Encouragement
By promoting and encouraging walking and bicycling, organizations can create incentives to consider broader
transportation choices. Potential strategies for promoting walking and bicycling in the community include:
• Work with local businesses to provide incentives for increased walking (or transit) and bicycling
commuting including benefit programs, cash out parking programs, bike storage and on-site showers.
• Create awareness programs to alert others to the benefits of walking and bicycling and how they foster
healthier, more livable communities.
• Expand Bike to Work Days to cover Clear Lake job centers like NASA and the Regional Medical Center
to encourage more participation.
• Expand the City of Houston Bicycle Map and online tools to include the Clear Lake area as improvements
are approved and implemented.
• Develop and distribute summaries of bicycle related policies and laws to local law enforcement.
• Ensure enforcement is focused and all modes of travel (e.g., bicyclist and vehicles).
Evaluation
The ongoing assessment and management of the bicycle and pedestrian networks is critical to maintain
high quality facilities and a culture that support more walking and biking. Potential evaluation opportunities
include:
• Define and measure performance management criteria for operations and maintenance of sidewalk and
bicycle facilities (e.g., riderships, percent swept per month, percent lane pavement and sidewalks in
good condition).
• Update bicycle master plan on a regular basis based on completion of projects and changes in demand
as well as feedback from community.
67
implementation
Enforcement
Enforcement covers several factors to support improved pedestrian and bicycling programs. They include
both enforcing traffic laws and regulating bicyclists, motorists, and other roadway users, as well as developing
and enforcing policies for the operations and maintenance of pedestrian and bicycling facilities. Enforcement
programs can be used to educate roadway users about the traffic laws that govern them; serve as periodic
reminders to obey traffic rules; encourage safer behaviors; and monitor and protect public spaces. They can
also help reinforce and support educational programs and messages. Potential improvement ideas include:
Detailed Project Descriptions
To support the implementation of the projects defined in the Conceptual Plan, detailed descriptions of the projects
were developed and projects were prioritized. Theproject descriptions were envisioned to be inputs into approval
conversations and funding requests such as Transportation Enhancement projects and Transportation Improvement
Plan (TIP) applications related to pedestrian and bicycle improvements. The methodology for the development of this
table is described in the following pages.
A detailed breakdown of the cost estimates can be found in the Appendix. These planning level estimates are based
on most recent 12-month unit price bids obtained from the Texas Department of Transportation. Projects were also
given a relative priority ranking of 1-4. Priority 1 being the highest priority projects based on community input, cost,
demand and feasibility and Priority 4 being the lowest priority. It is important to note while Priority 4 projects are
considered the lowest priority among the identified projects, they are still considered important to mobility in Clear
Lake and should be re-prioritized as other projects are completed.
District 1 Projects
Project #
District Detailed Components
Cost Estimate
Priority
Major Project Benefits
1
El Camino South Connections
and Shared-Use Path
1
• Shared-use path between El Dorado &
Medical Center Blvd.
• Path connection into El Camino South
subdivision
• Signed route along Piper’s View Dr., el
Toro Ln., and Eastcape Dr.
• Signed route along Buoy Rd.
• Bridge on Buoy Rd. across drainage
ditch
$685,500
4
• Provides access to Regional Medical Center
for large residential neighborhood (El Camino
South)
• Signed route within neighborhood guides
cyclists to shared-use path
• Drainage ditch bridge provides direct connection for pedestrian and cyclists to SH 3; also
allows apartment dwellers on SH 3 to access
shared-use path
• Connects to proposed SH 3 bike lanes (P10),
Medical Center Blvd bike lanes (P8), and El
Dorado shared-use path (P12)
2
METRO Park & Ride and Neighborhood Connections
1
• Signed route along Sea Liner Dr. and
Sea Lark Rd.
• Shared-use path along drainage ditch
and Bay Area Blvd. between Sea Liner
Rd. and Feathercraft Ln.
$57,500
3
• Signed route guides cyclists from adjacent
neighborhood and larger bike network to
Metro Park and Ride and Whitcomb Elementary School
• Path connects signed route around Park and
Ride into Webster via proposed Feathercraft
Lane bike lane; essential connection because
Park and Ride is gated at night
• Connects to proposed bike lanes on Feathercraft (P8) and signed bike route on Reseda (P3)
68
implementation
Project Name
P# : Project #
District 2 Projects
Project #
Project Name
District Detailed Components
Cost Estimate
Priority
Major Project Benefits
2
• Signed route along Reseda Dr. between
Gemini Ave. and Sea Liner Dr.
• Signed route along Ramada Dr. between Reseda Dr. and Diana Ln.
• Signed route along Diana Ln. between
Ramada Dr. and drainage ditch.
• Shared-use path on one side of drainage ditch from Space Center Blvd. to
west of El Dorado Blvd.
$683,000
1
• Signed route connects wider network (eg
proposed Gemini bike lanes and P2 facilities)
through neighborhood.
• Signed route also provides parallel route to
Golf Course shared-use path between path
access points.
• Golf Course shared-use path connects neighborhood to Clear Lake High School, Clear Lake
City Community Association facilities, and
proposed regional trail network of P12.
• Connects to proposed shared-use path on
northwest edge of study area (P12), Space
Center Blvd shared-use path (P5), and Clear
Lake HS shared- use path (P4)
44
CCISD Drainage Easement
Shared-Use Path
2
• Shared-use path between Space Center
Blvd. & Bay Area Blvd. behind Clear Lake
High School
$368,500
2
• Path runs adjacent to Clear Lake High School
and near University of Houston - Clear Lake.
• Path would connect to proposed Golf Course
path and together form an essential northsouth backbone.
• Existing pedestrian bridge already provides
connection to adjacent residential community.
Space Center Blvd Shared-Use
Path and Intersection Improvements
2
• Shared-use path on north side of the
road between drainage ditch and
Middlebrook Dr.
• Improvements at intersections to
increase ease and safety of crossings.
$841,000
3
• Path would provide essential east-west backbone to network.
• Serves Clear Lake High School via proposed
drainage ditch path (P4).
• Connects to major commercial destinations at
intersection of Bay Area Boulevard and Space
Center Boulevard.
• Connects to proposed Bay Area - Red Bluff Kirby - Space Center bike loop.
• Provides primary route for cyclists in the far
north of the study area to access Regional
Medical Center via proposed Gemini bike
lanes.
5
5
69
implementation
3
CLCCA / Golf Course Shared-Use
Paths and Bike Routes
District 3 Projects
Project #
implementation
70
Project Name
District Detailed Components
Cost Estimate
Priority
Major Project Benefits
6
Gemini Ave. Bike Lanes / Route
3
• Bike lanes and signage along Gemini
Ave. between Feathercraft and Space
Center Blvd.
• Signed route along Broadlawn Dr.
between Gemini Ave. and Space Center
Blvd.
$633,000
4
• Bay Area Boulevard destinations are easily accessible from any point along Gemini
• Traffic volumes and speeds are relatively low
along Gemini, making it an ideal bike route
• This facility would provide the primary northsouth backbone of the proposed bicycle
network
• Connects to proposed Bay Area - Red Bluff Kirby - Space Center bike loop (P11), Space
Center Blvd shared use path (P5), Saturn Ln
facilities (P7), and Medical Center facilities (P8)
7
Saturn Ln. Improvements
3
• Bike lanes on shoulder between NASA
Parkway and Space Center Intermediate.
• Shared lane markings and signage
between Space Center Intermediate
and Bay Area Blvd.
• Off road trail along south side of Saturn
Lane between NASA Parkway and
Gemini Ave.
$429,000
3
• Facilities on Saturn would provide essential
east-west connectivity. Provides access to
Johnson Space Center, Nassau Bay, and NASA
Parkway bike lanes
• Parallel trail would offer access to these important destinations for less experienced cyclists.
• Bike lanes and shared lanes would connect
directly into signed routes of P3
• Provides access to Space Center Intermediate
School
8
Medical Center Bike Lanes /
Signed Shared Use
3
• Bike Lanes along Feathercraft Ln.
between Bay Area Blvd. and Medical
Center Blvd.
• Shared lane markings on Medical
Center Blvd. between Feathercraft Ln.
and Texas Ave.
• Bike lanes on Medical Center Blvd.
between Texas Ave. and Kobayashi Rd.
• Shared lane markings on Kobayashi
Rd. between Medical Center Blvd. and
NASA Parkway.
$316,694
4
• Provides access to Metro Park and Ride,
Regional Medical Center, and businesses along
IH-45 Frontage Road and in Webster
• Connects existing NASA Parkway bike lanes,
proposed Texas Ave bike lanes, Gemini bike
lanes, and shared-use path of P1
• Medical Center Blvd south of Texas Ave has
wide ROW and could potentially be restriped
to provide buffered bike lanes
District 4 Projects
Project #
Project Name
District Detailed Components
Cost Estimate
Priority
Major Project Benefits
9
Texas Ave. Bike Lanes
4
Bike lanes along Texas Ave. between SH 3
and NASA Parkway
$592,000
4
• Provides access to Regional Medical Center
and business along Bay Area Blvd and NASA
Pkwy in Webster.
• Provides access to Texas Ave Park.
• Provides principal east-west bike route
through Webster.
10
SH 3 Improvements
4
Improve existing shoulders along
roadway between El Dorado and NASA
Parkway and add bicycle markings.
$67,670
1
• Provides access to businesses fronting SH 3.
• Connects to existing NASA Pkwy bike lanes.
• Connects to proposed Medical Center shared
lanes (P8), Texas Ave bike lanes (P9), Buoy St
signed route (P1), and El Dorado shared use
path (P12)
71
implementation
Regional Connectivity Projects
Project #
11
12
Project Name
District Detailed Components
Cost Estimate
Priority
Completing the Bay Area Blvd Red Bluff Rd - Kirby Rd Trail Loop
Regional
• Shared-use path along Space Center
Blvd. from NASA Pkwy. to Middlebrook Dr.
• Improve existing shoulders along
Space Center Blvd. and add bike lane
markings.
• Bike lanes and shared-lane markings
along Middlebrook Dr.
• Shared-use path along Bay Area
Blvd. between Horsepen Bayou and
Middlebrook Dr.
• Ramps onto bridge sidewalk from
bike lanes on NASA Pkwy.
• Shared-use path along bayou
between Space Center and Bay Area
Blvd.
$1,432,000
1
• Provides access to Johnson Space Center, Nassau Bay, Seabrook, UH-Clear Lake, and Clear
Lake High School.
• Provides access to Armand Bayou Nature
Center and Bay Area Park.
• Connects to existing facilities on NASA Pkwy,
Kirby Rd, Red Bluff Rd, and Bay Area Blvd.
• Connects to proposed shared-use path behind
Clear Lake HS (P4) and bike facilities along
Gemini and Broadlawn (P6)
North-South shared-use path
along drainage ditch & utility
easement
Regional
• From SH 3 to bayou junction just west
of Bay Area Blvd.
• Shared-use path between SH 3 and
Gatebrook Dr. along utility easement.
$1,433,000
3
• Provides primary north-south bike backbone
for northwest side of study area
• Connects to existing Middlebrook Subdivision trails
• Connects to proposed utility easement
shared-use path (P1), SH 3 bike lane (P10),
Golf Course shared-use path (Project 3), Space
Center Blvd shared-use path (P5), and Clear
Lake High School shared-use path (P4)
NASA Parkway Bike Lane
Improvements
Regional
• Bike lanes on NASA Parkway from just
south of Kobayashi Rd. to Challenger
Blvd.
• Green bike lane markings at select
intersections.
$298,000
1
• Fills gap in existing bike lanes along NASA
Pkwy.
• Improves safety of existing bike lanes at difficult intersections.
implementation
72
13
Major Project Benefits
Sidewalk Projects
Project #
District Detailed Components
14
CCISD School Access Sidewalks
Sidewalk
• Phase 1: Intersection improvements
and fill existing sidewalk gaps
• Phase 2: Upgrade sidewalk to current
standards (e.g. 5’ width min, 6’ preferred
on Bay Area Blvd.)
Phase 1: $84,000
Phase 2: $1,812,000
3
• Provides access to Clear Lake High School,
UH-Clear Lake, and Clear Lake Intermediate
School.
• Provides access to commercial businesses
along Bay Area Blvd.
• 6’ sidewalks on Bay Area Blvd accommodate
bicyclists on last leg of trip to Bay Area Blvd
destinations from rest of proposed bike
network.
15
Commercial Access Sidewalks
Sidewalk
• Phase 1: Intersection improvements
and fill existing sidewalk gaps
• Phase 2: Upgrade sidewalk to current
standards (e.g. 5’ width min)
Phase 1: $232,000
Phase 2: $1,210,000
2
• Provides access to commercial businesses
along Bay Area Blvd and el Camino Real.
• Cyclists have indicated that they use Bay Are
Blvd sidewalks as a north-south corridor but
gaps in sidewalk south of SH 3 disrupt connectivity.
• 6’ sidewalks on Bay Area Blvd accommodate
bicyclists on last leg of trip to Bay Area Blvd
destinations from rest of proposed bike
network.
16
Clear Lake Regional Medical
Center Access Sidewalks
Sidewalk
• Phase 1: Intersection improvements
and fill existing sidewalk gaps
• Phase 2: Upgrade sidewalk to current
standards (e.g. 5’ width min)
Phase 1: $635,000
Phase 2: $657,000
4
• Provides access across IH-45 to Baybrook Mall
and other commercial districts where Clear
Lake residents work and shop.
• Provides access across SH 3.
• Many pedestrians and cyclists already cross
these barriers without safe facilities - high
demand.
• Phase 1: Intersection improvements
and fill existing sidewalk gaps
• Phase 2: Upgrade sidewalk to current
standards (e.g. 5’ width min)
Phase 1: $289,000
Phase 2: $761,000
17
Barrier Crossing Sidewalks (IH 45,
SH 3, UP RR)
Sidewalk
Cost Estimate
Priority
3
Major Project Benefits
• Provides pedestrian access to Regional Medical Center and within Webster.
• Provides access to commercial businesses
along Bay Area Blvd.
• Provides access to Texas Ave Park.
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implementation
Project Name
Project Prioritization Approach
The 17 projects identified through the Conceptual Plan
were prioritized to support the City of Houston and other
stakeholders in focusing resources where they will have
the most positive impact for the community. Projects
identified all have potential benefits for the region;
assigned priorities are relative to that of other Clear
Lake projects. The projects were broken into four priority
categories.
Priority 1 - Highest priority represented by stronger
community support, lower costs, and
higher ease of implementation.
Priority 2 - Medium-high priority represented by solid
community support, low-medium costs,
and/or medium ease of implementation
(some challenges).
implementation
74
Priority 3 - Medium priority represented by some
community support, Moderate costs
and barriers costs, and/or lower ease of
implementation.
Priority 4 - Lower priority represented by limited
community support, higher costs
and barriers, and/or lower ease of
implementation.
It is important to note that projects should be reprioritized as high priority projects are implemented and
that even lower priority projects are viewed as important
to creating a complete system for improving walking and
biking in Clear Lake.
To determine relative prioritization, the projects were
each ranked in 4 categories and a cumulative score was
determined for each project. The categories and scores
are as follows:
Cost Estimates (1-3) - See Appendix for details
• 3 points - Less than $100,000
• 2 points - $100,000-250,000
• 1 Point - Greater Than $250,000
Ease of Implementation (1-3)
• 3 points - High (Limited challenges; Can implement
quickly)
• 2 points - Medium (Moderate challenges)
• 1 Point - Low (Significant challenges such as Right
of Way Acquisition)
Projected Demand (1-3) - See Appendix for details
• 3 Points - High
• 2 Points - Medium
• 1 Point - Low
Community Input (1-5) - based on the number of votes
received in the online Project Prioritization Survey and
Third Public Meeting.
• 5 Points - Top 20% of Projects
• 4 Points - 2nd 20% of Projects
• 3 Points - 3rd 20% of Projects
• 2 Points - 4th 20% of Projects
• 1 Point - Bottom 20% of Projects
The relative prioritization of the 17 projects is shown in the
following Table.
Clear Lake Project Prioritization Table
Ease of
Implementation
(2)
Projected
Demand
(3)
Community
Input
(4)
Total Prioritization
Score
(1+2+3+4)
NASA Parkway Bike Lane Improvements
3
2
2
5
12
3
CLCCA / Golf Course Shared-Use Paths
and Bike Routes
1
2
3
5
11
1
11
Completing the Bay Area Blvd - Red Bluff
Rd - Kirby Rd Trail Loop
1
2
3
5
11
1
10
SH 3 Improvements
3
3
1
4
11
2
4
CCISD Drainage Easement Shared-Use
Path
2
3
2
3
10
2
15
Commercial Access Sidewalks
3
3
2
2
10
3
5
Space Center Blvd Shared-Use Path and
Intersection Improvements
1
2
2
4
9
3
12
Shared-use path along drainage ditch &
utility easement
1
1
3
4
9
3
7
Saturn Ln. Improvements
2
3
1
3
9
3
2
METRO Park & Ride and Neighborhood
Connections
3
3
1
2
9
3
17
Barrier Crossing Sidewalks (IH 45, SH 3,
UP RR)
3
1
3
2
9
3
14
CCISD School Access Sidewalks
3
3
2
1
9
4
1
El Camino South Connections and
Shared-Use Path
1
1
3
3
8
4
6
Gemini Ave. Bike Lanes / Route
2
2
1
3
8
4
16
Clear Lake Regional Medical Center Access Sidewalks
2
3
2
1
8
4
9
Texas Ave. Bike Lanes
2
2
1
2
7
4
8
Medical Center Bike Lanes / Signed
Shared Use
2
2
1
1
6
Tier
1
13
1
75
implementation
Project # - Name
Cost Score
(1)
Project
#
The project prioritization developed for the Clear Lake Pedestrian and Bicyclist
Study is based on a number of assumptions in terms of cost, implementability and
demand drivers. These can be understood better through the detailed approach
descriptions in the Appendix of this report. It is also important to understand
that circumstances may change that allow certain projects to be accelerated
or prioritized. For example, the costs presented are the full estimated costs
for the project based on current Texas Department of Transportation (TxDOT)
statewide, contracted average prices as of August 31, 2011. They may exceed
the cost that would be carried by a local city of county because funding programs
may provide significant matching funds (up to 80% in some cases) for items
such as shared use paths or sidewalks around schools.
implementation
76
Implementing agencies may also select to use different design standards than
those assumed in this report which may increase or decrease the estimated
cost of a particular project, affecting the project’s attractiveness. For example,
the shared-use paths recommended in this study were assumed to be 12’-wide
concrete paths based on TxDOT standards and implemented with a designbid-build process. Many paths have been constructed in the region using other
materials such as asphalt with varying widths and construction techniques
that result in lower implementation costs. As part of this study Harris County
- Precinct 2 indicated a potential desire to construct off-road paths with their
in-house construction crews, where materials were available, also potentially
limiting cost and making projects a higher priority.
Based on conversations with City of Houston officials, this report does not
specifically recommend a reduction in travel lanes for any roadway where
bicycle facilities are proposed. These projects were estimated based on the cost
of moving the curbs and widening the roadway to allow the implementation of
facilities like bike lanes. Should further engineering studies and City of Houston
officials determine that a reduction in travel lanes that allows the implementation
of on street facilities be warranted, the estimated cost of re-striping to allow for
bicycle lanes has be included as an alternate cost on the Cost Estimate section
of the Appendix.
One other factor influencing prioritization regards the implementation of shareduse trails along drainage and utility easements. Drainage easements can have
complex ownership structures that make implementation a challenge because it
requires reaching consensus across a number of different people. While utility
easements may not have the same complexity of ownership, the utilities in the
Houston region, primarily Centerpoint, have not been supportive of trails on their
easements until legislation limiting their liability be passed in the State of Texas
legislature. Attempts to address this have been made in the last two legislative
sessions but no bill has been passed. Support for this measure will be required
for several of the recommendations in the study to be full realized, but if passed
these utility corridors will make very attractive corridors to enhance walking and
biking in Clear Lake.
77
implementation
Funding Strategy
Funding is a major challenge for the implementation of pedestrian and bicyclist projects. There are a wide
variety of funding sources for pedestrian and bicycle improvements though changes in the priorities and
policies at federal, state, and local levels will influence the availability of funding for future projects. The
City of Houston may be able to improve pedestrian and bicycle facilities through the implementation of the
Rebuild Houston Program, a drainage fee that will support the reconstruction of roadways as drainage
is improved. There is also local sidewalk improvement funding that may help fill gaps in the system.
External funding programs will also be an opportunity to implement some of the recommended projects.
While these may change as policies evolve at all levels of government, current programs include:
• Transportation Enhancements (TE) Grants – The TE program offers funding opportunities to help
expand transportation choices for 12 eligible TE activities related to surface transportation, including
pedestrian and bicycle infrastructure and safety programs.
• Safe Routes to School – Safe Routes to School programs create practical projects to make school
routes safer for children to walk and bicycle, such as sidewalks, crosswalks and bicycle facilities.
TxDOT typically issues a call for projects every two years.
implementation
78
• Congestion Mitigation and Air Quality Improvement Program (CMAQ) – The funds are used to
help communities in air quality non-attainment areas (historically including the Houston-GalvestonBrazoria region) and maintenance areas to reduce emissions. Pedestrian and bicycle programs are
among the programs that can be funded using CMAQ funds.
• FHWA Recreational Trails Program - The Recreational Trails Program (RTP) provides funds to the
states to develop and maintain recreational trails and trail-related facilities for recreational uses. The
RTP is an assistance program of the Department of Transportation’s Federal Highway Administration
(FHWA) is overseen by the Texas Parks and Wildlife Department.
Selection for many of these programs is based on a competitive application and selection process. Having
an approved, existing plan in place such as this study will be a benefit to selection. These programs also
require a local financial match to implementation that can range from a 20-50 percent depending on the
program and the type of facility being pursued. As a result, identifying potential matching funds from the
City and other partners is beneficial to selection and receipt of funding.
Air Quality
Improving air quality is an important outcome for any
transportation study or project. In addition to health and
safety benefits of recommended projects, a shift in travel
modes to increased levels of biking and walking in the
study area will likely reduce the level of emissions from
vehicle trips.
While it is difficult to estimate the total impact from these
improvements due to the number of factors that affect the
total trips and the share of diverted trips in the study area,
an estimation of the potential benefits has been made.
This estimate is based on assumptions of the total trips
generated from the region for both home and employment
based trips as well as trip lengths, mode shift factors and
emission rates.
Total trips within the area influenced by a new pedestrian
or bicycle facility (the catchment area) were estimated for
two scenarios:
H-GAC Baseline Project Boundary Area
Emissions Reduction
(kg/Year)
NOx
VOC
CO
High Mode
Shift
Scenario
Pedestrian
29.0
65.2
94.2
Bicyclist
65.3
130.5
195.8
Total
94.3
195.8
290.0
Pedestrian
38.1
85.8
124.0
Bicyclist
85.9
171.8
257.7
Total
124.0
257.6
381.6
Pedestrian
451.9
1,016.8
1,468.7
Bicyclist
1,017.6
2,035.2
3,052.8
Total
1,469.5
3,052.0
4,521.6
Emissions Reduction
(kg/Year)
Mode
Low Mode
Shift
Scenario
Medium
Mode Shift
Scenario
High Mode
Shift
Scenario
NOx
Pedestrian
40.3
90.6
130.9
Bicyclist
134.6
269.2
403.7
Total
174.8
359.8
VOC
534.6
Pedestrian
53.0
119.2
172.2
Bicyclist
177.1
354.2
531.3
Total
230.1
473.4
CO
703.5
Pedestrian
627.8
1,412.5
2,040.3
Bicyclist
2,098.2
4,196.3
6,294.5
Total
2,726.0
5,608.9
8,334.8
A detailed description of the process for estimating air
quality reductions is shown in the Appendix.
79
implementation
Trip reductions from the recommendations in this study
are estimated based on comparing current walking and
biking use with regional averages and estimated mode
shift based on studies of other projects. Three mode
shift scenarios were analyzed to give a range of potential
outcomes. These assumptions are used to calculate total
emission improvements as shown in the following tables.
Medium
Mode Shift
Scenario
FTA Project Boundary Area
• H-GAC Baseline Area: 1/4 mile for pedestrian
projects; 1 mile for bicycle projects
• Federal Transit Authority Recommended Project
Boundary Area: 1/2 mile for pedestrian projects; 3
miles for bicycle projects
Mode
Low Mode
Shift
Scenario
80
Conclusion
The Clear Lake Pedestrian & Bicyclist Study, and the recommendations made
within this report, represent a significant opportunity for the City of Houston to
improve walking and biking for its citizens. This opportunity includes expanding
the network of bicycle facilities and connecting to regional corridors for both
recreational and utility trips.
Clear Lake is a dynamic region with a variety of residential, commercial and
educational destinations. It has a large economic base supported by two of the
region’s largest job centers in the Johnson Space Center and the Clear Lake
Regional Medical Center. The Needs Assessment and Public Engagement
show a significant demand for increased walking and biking trips and define
gaps and opportunities to make Clear Lake an excellent pedestrian and bicycle
friendly community.
The 17 projects that have been identified and prioritized within this study represent
a network of improvements that will address the needs of the community as well
as the goals expressed by key stakeholders, community leaders and the public.
These goals, which have been defined through the development of this study,
include:
Safety
To provide safe facilities for walking and biking and improve current areas that
have a history of crashes or feel unsafe.
Choice
To ensure walking and cycling is a convenient transportation option for a broad
set of users and trips.
Connectivity
To eliminate barriers to walking and cycling by creating better connections
between where people are and where they want to go.
Opportunities for all
To provide walking and biking opportunities with all users in mind including
bicyclists and pedestrians of all ages and abilities.
81
This plan addresses the goals with a set of projects that address safety on critical
area corridors, provide alternate routes and a range of facilities to increase
transportation choices for all users, and connect major destinations within
the community. Implementing the projects identified in this plan represents a
significant financial investment from local agencies; this plan can serve as a tool
to attract potential funding partners for achieving a holistic vision for walking
and biking in the Clear Lake region. Implementation of this plan will result in a
healthier, more active transportation system that has significant environmental,
economic and quality of life benefits for the Clear Lake region.
conclusion
82
83
conclusion
84
Appendix
86
106
116
134
Corridor Profiles
Prioritization Backup
Community Prioritization Input
Cost Estimates
Potential Demand Analysis
Survey Details
Air Quality Benefit Analysis
85
Corridor Profiles
The projects identified by this study to improve walking
and biking in the Clear Lake area are a mix of off-street
facilities such as shared-use paths and on-street facilities
such as bike lanes and shared bike routes and “sharrows”.
Where possible, the on-street recommendations apply
to low-speed, low-volume roads; however, there is an
implicit assumption that many walking and biking trips
will begin at, end at, or use for at least a segment, some
of the busier thoroughfares in the area.
appendix
86
A thorough understanding of walking and biking in the
area, as well as of the full range of on-street facilities
that are possible for implementation, requires familiarity
with the major roadway corridors. The following corridor
profiles are presented to summarize those characteristics
of the roadways that are most likely to impact a corridor’s
current and potential walkability and bikability.
Definitions of Roadway Characteristics
Classification Roadway designation in the City
of Houston or City of Webster
Major Thoroughfare Plan
ROW
The width of the roadway rightof-way
Travel Lanes
Number of total traffic lanes
carrying vehicles in both travel
directions
Traffic Counts Daily Traffic Volumes from City
of Houston Traffic Counts
Posted Speed The mandated speed limit for a
Limit
roadway
Roadway
Distance from curb face to curb
Width
face of the paved roadway
Shoulder
Where existing, the paved area
on the edge of a roadway; potential travel path for bicyclist
Sidewalks
Paved walking area alongside
most roadways
Land Usage
The types of development that
exist adjacent to the roadway
Notes
Any other comments regarding
the roadway Characteristics not
covered above
Corridor
NameBoulevard
Space Center
Corridor Information
Major Thoroughfare
ROW
110
Travel Lanes
4
Traffic Counts (ADT)
El Dorado to Bay Area Blvd - 29,041
Bay Area Blvd. to W. Linkage Rd - 20,066
W. Linkage Rd. to Houston City Limit - 13,842
Houston City Limit to NASA Rd. One - 20,662
Posted Speed Limit
40 MPH
Roadway Width
El Dorado to Bay Area Blvd - 24’
Bay Area Blvd. to W. Linkage Rd - 22’
W. Linkage Rd. to Houston City Limit - 24’
Houston City Limit to NASA Rd. One - 24’
Shoulder
“El Dorado to Bay Area Blvd - None
Bay Area Blvd. to W. Linkage Rd - None
W. Linkage Rd. to Houston City Limit - None
Houston City Limit to NASA Rd. One - Yes, 7’,
Poor Condition
Sidewalks
“El Dorado to Bay Area Blvd - Yes
Bay Area Blvd. to W. Linkage Rd - Yes
W. Linkage Rd. to Houston City Limit - Yes
Houston City Limit to NASA Rd. One - Yes”
Land Usage
Single-family Residential
Retail
Public and institutional
Cross Section
Notes
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
87
appendix
Classification
Corridor
Name
Saturn Lane
Corridor Information
Classification
N/A (not in Major Thoroughfare Plan)
ROW
80
Travel Lanes
4
Traffic Counts (ADT)
N/A
Posted Speed Limit
35 MPH
Roadway Width
63’
Shoulder
Yes, 7’
Sidewalks
Yes, Both Sides, Continuous
Land Usage
Office
Public and Institutional
Notes
Cross Section
appendix
88
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Bay AreaName
Boulevard (North of El Camino)
Cross Section
Corridor Information
Principal Thoroughfare
ROW
W. City Limit to Gulf Fwy. - 100
Galveston Rd. to El Camino Real - 140
El Camino Real to Space Center - 120
Space Center to Horsepen Bayou - 120
Horsepen Bayou to Middlebrook - 300
Travel Lanes
6
Traffic Counts (ADT)
W. City Limit to Gulf Fwy. - 24,219
Galveston Rd. to El Camino Real - 41,788
El Camino Real to Space Center - 36,758
Space Center to Horsepen Bayou - 29,973
Horsepen Bayou to Middlebrook - 23,595
Posted Speed Limit
35 MPH
Roadway Width
2 - 35’ with 27’ median
Shoulder
No
Sidewalks
Yes, Both sides, Continuous
Land Usage
Single-family residential
Multi-family residential
Office
Retail
Notes
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
89
appendix
Classification
Corridor
Name Boulevard
Medical Center
Corridor Information
Cross Section
appendix
90
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Classification
Minor Arterial
ROW
100
Travel Lanes
4
Traffic Counts (ADT)
Just south of SH 3 - 22,200 (2006)
Just north of SH 3 - 16,800 (2006)
Posted Speed Limit
40 MPH
Roadway Width
Between I-45 and Texas Avenue - 58’
Between Texas Avenue and Feathercraft - 2-22’
with 30’ median
Shoulder
No
Sidewalks
Scattered, unconnected sidewalks
Land Usage
Multi-family residential
Public and institutional
Office
Retail
Notes
City of Webster Roadway
Corridor
Name
Broadlawn
Corridor Information
Classification
N/A (not in Major Thoroughfare Plan)
ROW
60
Travel Lanes
4
Traffic Counts (ADT)
N/A
Posted Speed Limit
30 MPH
Roadway Width
40’
Shoulder
No
Sidewalks
Yes, noncontinuous
Land Usage
Single-family residential
Park and open space
Notes
Cross Section
91
appendix
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
University
Drive
Corridor Information
Classification
N/A (not in Major Thoroughfare Plan)
ROW
N/A
Travel Lanes
2
Traffic Counts (ADT)
N/A
Posted Speed Limit
N/A
Roadway Width
26’
Shoulder
No
Sidewalks
Continuous sidewalk on South side of road, No
sidewalk on North side of road
Land Usage
Public and institutional
Notes
Cross Section
appendix
92
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
Reseda Drive
Corridor Information
Classification
N/A (not in Major Thoroughfare Plan)
ROW
Sea Liner to El Camino - 130
El Camino to Bay Area BLVD - 60
Travel Lanes
4
Traffic Counts (ADT)
N/A
Posted Speed Limit
30 MPH
Roadway Width
Sea Liner to El Camino - 2-24’ with 31’ median
El Camino to Bay Area Blvd - 38’
Shoulder
No
Sidewalks
Yes, Continuous on the North side between
Sea Liner and Bay Area BLVD, Continuous on
the South side between El Camino and Bay
Area BLVD
Land Usage
Single-family residential
Multi-family residential
Park and open space
Cross Section
Notes
93
appendix
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor Information
Classification
Principal Thoroughfare
ROW
W. City Limit to Gulf Fwy. - 100
Galveston Rd. to El Camino Real - 140
El Camino Real to Space Center - 120
Space Center to Horsepen Bayou - 120
Horsepen Bayou to Middlebrook - 300
Travel Lanes
6
Traffic Counts (ADT)
W. City Limit to Gulf Fwy. - 24,219
Galveston Rd. to El Camino Real - 41,788
El Camino Real to Space Center - 36,758
Space CEnter to Horsepen Bayou - 29,973
Horsepen Bayou to Middlebrook - 23,595
Posted Speed Limit
35 MPH
Roadway Width
2-34’ with 27’ median
Shoulder
No
Sidewalks
Yes, continuous
94
Land Usage
appendix
Corridor
Bay AreaName
Boulevard (South of El Camino)
Retail
Vacant or undeveloped
Office
Notes
Cross Section
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
El Camino
Corridor Information
Cross Section
Major Thoroughfare
ROW
80
Travel Lanes
4
Traffic Counts (ADT)
Houston City Limit to Bay Area Blvd - 22,731
Bay Area Blvd to El Dorado - 20,097
El Dorado to Pebbleshire - 16,482
Pebbleshire to Pineloch - 10,359
Pineloch to Clear Lake City Blvd - 10,512
Posted Speed Limit
35 MPH
(School Zone - From a point 145 FT north of
Festival to a point 435 FT north of Pebbleshire,
Northbound)
(School Zone - From a point 400 FT west of
Thunderbay to a point 100 FT east of Diana,
Southbound)
Roadway Width
2-30’ with 10’ median
Shoulder
No
Sidewalks
Yes, noncontinuous
Land Usage
Single-family residential
Multi-family residential
Retail
Office
Notes
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
95
appendix
Classification
Corridor
Name
El Dorado
Corridor Information
Classification
Major Thoroughfare
ROW
100
Travel Lanes
4
Traffic Counts (ADT)
W Houston City Limit to Gulf Fwy. - 14,798
Houston City Limit to Galveston Rd. - 28,797
Galveston Rd. to El Camino Real - 11,231
El Camino Real to Space Center - 10,368
Space Center to Horsepen Bayou - 14,639
Horsepen Bayou to Clear Lake City Blvd - 7,388
Clear Lake City Blvd to Genoa (segment does
not connect 2008)
Posted Speed Limit
40 MPH
(School Zone - From a point 400 FT west of
Thunderbay to a point 100 FT east of Diana,
Eastbound)
(School Zone - From a point 325 FT east of
Diana to a point 150 FT west of Thunderbay,
Westbound)
(School Zone - From a point 163 FT south of
Parkwood to a point 50 FT south of Hickory
Knoll, North and Southbound)
(School Zone - From a point 840 FT west of
Glenwest to a point 75 FT east of Starboard
View, East and Westbound)
Roadway Width
2-24’ with 31’ median
Shoulder
No
Sidewalks
Yes, noncontinuous
Land Usage
Single-family residential
Multi-family residential
Cross Section
appendix
96
Notes
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
Feathercraft
Lane
Corridor Information
Classification
Major Collector
ROW
85
Travel Lanes
4
Traffic Counts (ADT)
N/A
Posted Speed Limit
N/A
Roadway Width
38’
Shoulder
No
Sidewalks
Yes, noncontinuous
Land Usage
Retail
Office
Industrial
Vacant or undeveloped
Notes
Primarily City of Webster Roadway
Cross Section
97
appendix
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
Gemini Drive
Corridor Information
N/A
ROW
80
Travel Lanes
4
Traffic Counts (ADT)
N/A
Posted Speed Limit
30 MPH
Roadway Width
46’
Shoulder
No
Sidewalks
Yes, continuous on West side of street
Land Usage
Office
Residential
Industrial
Multi-family residential
Single-family residential
Notes
Cross Section
appendix
98
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Classification
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
Kobayashi
Corridor Information
Classification
Major Collector
ROW
80
Travel Lanes
4
Traffic Counts (ADT)
100 Kobayashi - 10,153
Posted Speed Limit
30 MPH
Roadway Width
2-25’ with 13’ median
Shoulder
No
Sidewalks
Scattered, noncontinuous
Land Usage
Industrial
Vacant or undeveloped
Office
Retail
Notes
City of Webster roadway
Cross Section
99
appendix
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
Middlebrook
Corridor Information
Cross Section
N/A (not in Major Thoroughfare Plan)
ROW
100
Travel Lanes
4
Traffic Counts (ADT)
Bay Area to Walnut Pond - 11,510
Walnut Pond to Clear Lake City - 7,705
Posted Speed Limit
(School Zone - From a point 900 FT south of
Walnut Pond to a point 75 FT north of Cedar
Ridge Trail, Northbound)
(School Zone - From a point 255 FT north of Cedar Ridge Trail to a point 900 FT south of Walnut Pond, Southbound)
Roadway Width
44’
Shoulder
Yes, 7’, Poor condition
Sidewalks
Yes, scattered, noncontinuous
Land Usage
Public and institutional
Notes
appendix
100
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Classification
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor Information
Corridor
Name
NASA Parkway
Cross Section
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Major Arterial
ROW
Between Texas Avenue and SH 3 - 100
Between Saturn and Space Center BLVD - 225
Travel Lanes
Between Texas Avenue and SH 3 - 5
Between SH 3 and Avenue B - 8
Traffic Counts (ADT)
Between El Camino and Sarah Deel - 54,800
Just north of El Camino - 56,600
Posted Speed Limit
45 MPH
Roadway Width
Between I-45 and SH 3 - 61’
Between SH 3 and El Camino - 2-30’ with 7’
median
Between El Camino and Space Center BLVD 2-50’ with 14’ concrete median
Shoulder
No
Sidewalks
Yes, mostly continuous
Land Usage
Public and institutional
Multi-family residential
Vacant or undeveloped
Retail
Notes
City of Webster
Kobayashi to Space Center- Bicycle Lanes
101
appendix
Potential Improvements:
Classification
Corridor
Sea LarkName
Corridor Information
Classification
N/A (not in Major Thoroughfare Plan)
ROW
65
Travel Lanes
2
Traffic Counts (ADT)
N/A
Posted Speed Limit
30 MPH
Roadway Width
28’
Shoulder
No
Sidewalks
Yes, Continuous on North side of road
Land Usage
Single-family residential
Park and open space
Notes
Cross Section
appendix
102
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Sea LinerName
Corridor Information
Classification
N/A (not in Major Thoroughfare Plan)
ROW
70
Travel Lanes
2
Traffic Counts (ADT)
N/A
Posted Speed Limit
30 MPH
Roadway Width
40”
Shoulder
No
Sidewalks
Yes, Continuous on South side of road
Land Usage
Single-family residential
Public and institutional
Notes
Cross Section
103
appendix
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
SH 3 (Old
Galveston Road)
Corridor Information
Classification
Principal Thoroughfare
ROW
100
Travel Lanes
5
Traffic Counts (ADT) El Dorado to Webster N. CL - 27,128
Posted Speed Limit
50 MPH
Roadway Width
65’
Shoulder
Yes, 8’, Good Condition
Sidewalks
No
Land Usage
Single-family residential
Multi-family residential
Retail
Vacant or undeveloped
Notes
Cross Section
appendix
104
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Corridor
Name
Texas Avenue
Corridor Information
Classification
Minor Arterial
ROW
75
Travel Lanes
4
Traffic Counts (ADT) Just west of Medical Center - 11,800
(2006)
Cross Section
Posted Speed Limit
30 MPH
Roadway Width
44’
Shoulder
No
Sidewalks
From Bay Area to NASA Rd 1 - Sidewalk is continuous on north side of street. Sidewalk is
unconnected on south side of street
Land Usage
Multi-family residential
Vacant or undeveloped
Retail
Notes
City of Webster Roadway
105
appendix
Potential Improvements:
Sidewalks
Intersection Improvements
Signed Bike Route
Shared Bike Route
Bike Lanes
Shared Use Path
Prioritization Backup
As discussed in the Implementation Plan section of
the report, all recommended projects were prioritized
to enable a simple comparison of the many factors
affecting implementation: cost, community input,
potential demand, and ease of implementability.
appendix
106
Project
PM3
Votes
Online
Votes
Total
Votes
Rank
Quintile
1
5
3
8
7.5
3
2
2
2
4
11.5
2
3
13
6
19
3
5
This section includes the data upon which these
implementation factors were based.
4
5
3
8
7.5
3
5
10
4
14
4.5
4
Community Prioritization Input
6
5
0
5
9.5
3
7
4
1
5
9.5
3
8
2
0
2
15.5
1
As discussed in the Public Engagement section of
the report, the community was given two methods for
providing input into the project prioritization. The third
Public Meeting provided the first opportunity. Attendees
at the meeting were given five stickers to distribute
among the 17 identified projects on large maps, with each
sticker representing one vote. Nineteen participants
voted on projects at the public meeting.
A survey was also provided on the project website
that allowed participants to distribute 5 votes among
the projects. Thirty people participated in the online
prioritization survey.
The chart at right shows the voting distribution for the 17
projects, the rank of each project based on votes, and
the quintile based on votes into which each project fell
which determined the 1-5 for prioritization.
9
2
1
3
13.5
2
10
6
5
11
6
4
11
63
43
106
1
5
12
8
6
14
4.5
4
13
20
17
37
2
5
14
1
1
2
15.5
1
15
2
2
4
11.5
2
16
0
0
0
17
1
17
2
1
3
13.5
2
Potential Demand Analysis
Methodology
The potential demands for each recommended project
were estimated using a methodology developed by
H-GAC in 2011 to assess and prioritize bicycle and
pedestrian projects submitted for the 2011-2014 TIP Call
For Projects. The methodology is summarized below:
Define catchment areas. Using GIS software, a buffer
was drawn around each project to define a “catchment
area” to identify trip generators that could access the
project. Bicycle projects and pedestrian projects were
assumed to have different catchment areas, and two
buffer sizes were defined for each.
•
•
Bicycle projects: 1 mile and 3 miles
Pedestrian projects: ¼ mile and ½ mile
•
•
6.54 trips per household
2.53 trips per job
Assume mode split. Three mode split rates were
defined for bicycle projects and pedestrian projects. These represent and an absolute percentage
increase in total mode split and not a percent shift
in mode. The rates used were:
•
•
Bicycle projects: 0.1, 0.2, and 0.3 percent
increases in mode split
Pedestrian projects: 0.4, 0.9, and 1.3 percent
increases in mode split
Mode split estimates were based on a comparison
of existing travel modes in Clear Lake with regional
averages as well as previous research such as
LUTRAQ study in Portland, Oregon. Shared
use paths are expected to have both bicycle and
pedestrian users; this dual-demand was estimated
by summing both biking and walking trips generated
by the project.
107
appendix
The lower values are conservative estimates developed
by H-GAC for TIP project evaluations; the higher values
were proposed by the FTA in 2011 for assessing
funding for bicycle and pedestrian projects. A weighted
average was used to combine the two buffers for each
project type: trips generated in the larger buffer area
were weighted 1/3 and those in the closer buffer were
weighted 2/3. This approach recognizes that trips
generated closer to a facility are more likely to use it.
This approach allows relative demand between projects
in the study to be assessed.
Generate trips. Regional trip generation rates were
used to estimate total trips produced in the catchment area around each project. The rates used
were based on assumptions from HGAC:
appendix
108
Project
Calculated
Demand
Rank
Tercile
1
100,165
3
3
2
49,422
17
1
3
105,958
1
3
4
57,033
10
2
5
72,076
6
2
6
53,382
14
1
7
51,400
15
1
8
54,284
13
1
9
50,607
16
1
10
55,832
12
1
11
75,063
5
3
12
100,423
2
3
13
56,300
11
2
14
58,518
8
2
15
65,963
7
2
16
58,062
9
2
17
79,504
4
3
Compute demand. The number of bicycle and pedestrians trips generated by a project was computed by
multiplying the assumed increase in mode split by the
total number of trips computed for the weighted average
catchment area of the project. The resulting relative demand for the 17 projects is shown in the table to the left.
For this table, demand for each project was estimated
using the medium mode shift estimate and a prioritization score was estimated by tercile.
Cost Estimates
Cost estimates were computed for each
recommended project. The estimates were
based on TxDOT Statewide 12-month moving
average low bids as of August 31, 2011. The
table to the right summarizes major assumptions
and unit costs for the various facility types used
for each project. The following pages provide
detailed cost estimates for all the components
of each project.
Facility Type
Unit Price
Assumptions
Shared-Use Path
$60.41
Price is per LF of trail; assumes price is same
as a 12' concrete sidewalk.
Signed route
$0.56
Price is per LF of road, both sides included;
assumes 2 signs per sign assembly, spaced
every 0.25 miles.
Bike lanes
$5.99
Price is per LF of road, both sides included;
includes provisions bike lane pavement markings, signage, and restriping vehicular lanes.
Buffered bike lanes
$8.14
Price is per LF of road, both sides included;
includes providing for bike lane pavement
markings, signage, and restriping vehicular
lanes.
Roadway addition
$64.45
Price is per LF of road for 6' additional concrete pavement on both sides of road.
Shared lanes
$2.06
Price is per LF of road, both sides included;
assumes sharrow spacing of 250 feet
Shoulder repair
$20.40
Price is per LF of road, both sides included;
includes cost of asphalt overlay and restriping.
$30.21
Price is per LF of sidewalk.
$33.67
Price is per LF of sidewalk; assumes removal
of existing 4' sidewalk.
New 5' Sidewalk
$25.17
Price is per LF of sidewalk.
Retrofit 5' Sidewalk
$28.64
Price is per LF of sidewalk; assumes removal
of existing 4' sidewalk.
Pedestrian Signals
$328.91
Price is per signal.
ADA ramps
$1,725
Price is per corner identified for improvement;
assumes 1.5 ramps needed per corner.
Crosswalks
$9.68
Price is per LF of road to cross; assumes
continental striping with stripes that are 8' long
and 2' wide and that are spaced 3'.
Colored bike lanes
$33.91
Price is per LF of lane; assumes colored thermoplastic material.
Pedestrian bridge
$110,000
Assumes prefabricated steel truss bridge with
span of 110 feet.
109
appendix
New 6' Sidewalk
Retrofit 6' Sidewalk
Overall Cost Estimates
Project #
DescriptionCost Estimate
appendix
110
1
El Camino South Connections and Shared-Use Path
$685,386
2
METRO Park & Ride and Neighborhood Connections
$57,504
3.CLCCA / Golf Course$683,123
4.
CCISD Drainage Easement Shared-Use Path
$368,526
5.
Space Center Blvd Shared-Use Path and Intersection Improvements
$841,010
6.Gemini Ave. Bike Lanes / Route$60,029
7.Saturn Ln. Improvements$467,447
8.
Medical Center Bike Lanes / Signed Shared Use
$39,574
9.Texas Ave. Bike Lanes$50,303
10.SH 3 Improvements$67,670
11.
Completing the Bay Area Blvd - Red Bluff Rd - Kirby Rd Trail Loop
$1,432,224
12.
Shared-use path along drainage ditch & utility easement
$1,433,067
13.
NASA Parkway Bike Lane Improvements
$58,466
14.CCISD School Access Sidewalks$1,895,924
15.Commercial Access Sidewalks$1,209,632
16.Clear Lake Barrier Crossing Sidewalks$1,292,121
17.
Clear Lake Regional Medical Center Access Sidewalks
$1,050,037
Sub-total$11,692,041
5.Additional Roadway$631,575
8.Additional Roadway$302,870
9.Additional Roadway$541,350
13. Additional Roadway$264,230
Sub-total$1,740,025
TOTALS$13,432,066
Cost estimates are for planning purposes only and does not include roadway additions. Additional planning,
engineering and construction documents would be required for most improvements. Further information is
available on the following pages.
1. El Camino South Connections and Shared-Use Path
ItemTypeLength (ft)
Total
Shared-use path between El Dorado & Medical Center Blvd.
Path connection into El Camino South subdivision
Signed route along Piper’s View Dr., El Toro Ln., & Eastcape Dr.
Signed route along Buoy Rd.
Bridge on Buoy Rd. across drainage ditch
Shared Use
9,000
Shared Use
450
Signed Bike Route
6,500
Signed Bike Route
1,500
Bridge
$543,726
$27,186
$3,634
$839
$110,000
Total$685,386
2. METRO Park & Ride and Neighborhood Connections
ItemTypeLength (ft)
Total
Signed route along Sea Liner Dr. and Sea Lark Rd. Path along drainage & Bay Area from Sea Liner to Feathercraft
Signed Bike Route
Shared Use Path
5,600
900
$3,131
$54,373
Total$57,504
111
3. CLCCA / Golf Course Shared-Use Path
Signed route along Reseda between Gemini & Sea Liner Signed route along Ramada between Reseda & Diana
Signed route along Diana between Ramada & ditch
Path on one side of ditch from Space Center to El Dorado
Signed Bike Route
Signed Bike Route
Signed Bike Route
Shared Use Path
2,400
2,200
7,000
11,200
$1,342
$1,230
$3,914
$676,637
Total$683,123
4. CCISD Drainage Easement Shared-Use Path
ItemTypeLength (ft)
Total
Path between Space Center & Bay Area behind Clear Lake HS Shared Use Path
6,100
$368,526
Total$368,526
appendix
ItemTypeLength (ft)
Total
5. Space Center Blvd Path and Intersection Improvements
ItemTypeLength (ft)
Total
Path on north side of the road between ditch and Middlebrook Shared Use
12,100
Bridge across drainage ditch adjacent to vehicle bridge
Bridge
$731,010
$110,000
Total$841,010
6. Gemini Ave. Bike Lanes / Route
ItemTypeLength (ft)
Total
Lanes & signage along between Feathercraft & Space Center Bike Lanes
Signed route along Broadlawn between Gemini & Space Center Signed Bike Route
9,800
2,400
$58,687
$1,342
Sub-total$60,029
Additional pavement for bike lanes along GeminiRoadway Addition 9,800$631,575
Total$632,917*
7. Saturn Lane Improvements
appendix
112
ItemTypeLength (ft)
Total
Bike lanes on shoulder between NASA & Space Center Interm. Bike Lanes
Lane marking between Space Center Interm. & Bay Area
Sharrows
Off-road trail along south of Saturn between NASA & Gemini
Signed Use
5,500
2,700
7,100
$32,937
$5,571
$3,914
Sub-total$428,940
* Includes Roadway Addition
8. Medical Center Bike Lanes / Signed Shared Use
ItemTypeLength (ft)
Total
Lanes along Feathercraft between Bay Area & Medical Center Bike Lanes
Lane markings on Medical Center between Feathercraft & Texas Sharrows
Bike lanes on Medical Center between Texas & Kobayashi
Bike Lanes
Lane markings on Kobayashi between Medical Center & NASA Sharrows
2,800
4,000
1,500
2,700
$16,768
$8,253
$8,983
$5,571
Sub-total$39,574
Pavement on Feathercraft from Bay Area to Med Center Pavement on Medical Center between Texas & Kobayashi Roadway Addition Roadway Addition 2,800
1,500
$197,218
$105,652
Total$316,694*
9. Texas Avenue Bike Lanes
ItemTypeLength (ft)
Total
Bike lanes on Texas Ave. between SH 3 & NASA Parkway Bike Lanes
8,400
$50,303
Sub-total$50,303
Pavement on Texas Ave. between SH 3 & NASA Parkway Roadway Addition 8,400
$541,350
Total$591,653*
ItemTypeLength (ft)
Total
Improve existing shoulders along between El Dorado & NASA Bike Lanes
11,300
$67,670
Total$67,670
* Includes Roadway Addition
appendix
10. SH 3 Improvements
113
11. Completing the Bay Area Blvd - Red Bluff Rd - Kirby Rd Trail Loop
ItemTypeLength (ft)
Total
Path along Space Center from NASA to Middlebrook Shared Use
Improve existing shoulders along Space Center & add markingsBike Lanes
Bike lanes and shared-lane markings along Middlebrook
Bike Lanes
Path along Bay Area between Horsepen Bayou & Middlebrook Shared Use
Ramps onto bridge sidewalk from bike lanes on NASA
Ramps
Path along bayou between Space Center & Bay Area
Signed Use
9,800
13,000
8,500
2,300
NA
5,200
$592,057
$342,995
$37,164
$138,952
$6,902
$314,153
Total$1,432,224
12. Drainage Ditch & Utility Easement Shared-use Path
ItemTypeLength (ft)
Total
From SH 3 to bayou junction just west of Bay Area Signed Use Path
17,800
$1,075,370
Path between SH 3 & Gatebrook Dr. along utility easement.
Shared Use Path
4,700
$247,698
Bridge across Horspen Bayou to connect to Middlebrook trailsBridgeNA$110,000
appendix
114
Total$1,433,067
13. NASA Parkway Bike Lane Improvements
ItemTypeLength (ft)
Total
Bike lanes on NASA from south of Kobayashi to Challenger
Bike Lanes
4,100
$24,553
Intersection
markings
on
NASA
Parkway
and
Bypass,
Sarah
Bike Lane Markings
NA$33,914
Deel, El Camino Real, and Nassau Bay
Sub-total$58,466
Pavement on NASA from south of Kobayashi to Challenger.
Roadway Addition 4,100
$264,230
Total$298,144*
* Includes Roadway Addition
14. CCISD School Access Sidewalks
ItemTotal
Intersection improvements and fill existing sidewalk gaps Upgrade sidewalk to current standards (e.g. 5’ width min, 6’ preferred on Bay Area Blvd.)
$83,348
$1,812,575
Total$1,895,924
15. Commercial Access Sidewalks
ItemTotal
Intersection improvements and fill existing sidewalk gaps Upgrade sidewalk to current standards (e.g. 5’ width min, 6’ preferred on Bay Area Blvd.)
$232,342
$1,209,632
Total$1,209,632
16. Clear Lake Barrier Crossing Sidewalks
ItemTotal
Intersection improvements and fill existing sidewalk gaps Upgrade sidewalk to current standards (e.g. 5’ width min, 6’ preferred on Bay Area Blvd.)
$634,838
$657,283
115
Total$1,292,121
ItemTotal
Intersection improvements and fill existing sidewalk gaps Upgrade sidewalk to current standards (e.g. 5’ width min, 6’ preferred on Bay Area Blvd.)
$288,934
$761,103
Total$1,050,037
appendix
17. Clear Lake Regional Medical Center Access Sidewalks
Survey Details
An online survey was conducted as part of the study to
assess perceptions of walking and biking in Clear Lake.
The online survey provided valuable feedback from
the community, on goals, facility preference types and
priority destinations. The goals of the survey were to:
• Get input from the community about current walking
and biking conditions in Clear Lake
• Identify major destination for increased connectivity
• Understand major barriers to increased walking
and biking
• Understand facility preference types (e.g., bike
lanes, shared use paths)
appendix
116
• Educate the community about the issues and some
of the tools and opportunities to improve walking
and biking
The survey was conducted on the internet and was open
from May 31, 2011 to July 19, 2011. 647 participants
began the survey; 585 completed.
The following pages present the 34 questions asked on
the survey. For a full discussion of the survey results,
please see the Public Engagement section of the report.
Clear Lake Pedestrian & Bicyclist Survey
1. Current Walking and Biking Activities
Clear Lake Pedestrian & Bicyclist Survey
3. Have you walked or biked to any of the following destinations within the last month? (Select all that apply.)
c Job
d
e
f
g
The City of Houston is partnering with the Houston­Galveston Area Council to conduct a study of walking and bicycling in the Clear Lake area. Recommendations of the report will support the implementation of improvements for the experience and safety of pedestrians and bicyclists. Your input into this survey will help the study team better understand the Clear Lake community and will directly impact where and what kinds of bicycle and pedestrian projects will ultimately be recommended. c Church
d
e
f
g
c Restaurants
d
e
f
g
c Grocery Stores
d
e
f
g
The entire survey should take you less than 10 minutes to complete. We appreciate your participation in helping make Clear Lake a better, safer place to walk c School
d
e
f
g
c Retail Stores
d
e
f
g
c Parks/Entertainment
d
e
f
g
c Transit
d
e
f
g
c Other (please specify)
d
e
f
g
and bike! 1. How many times per month do you typically walk or bike for transportation (to get to a destination)?
j 0
k
l
m
n
j 1­2
k
l
m
n
j 3­5
k
l
m
n
j 5­10
k
l
m
n
j 10+
k
l
m
n
2. How many times per month do you typically walk, bike, or run for recreation or exercise?
j 0
k
l
m
n
j 1­2
k
l
m
n
Other j 3­5
k
l
m
n
j 5­10
k
l
m
n
j 10+
k
l
m
n
Clear Lake Pedestrian & Bicyclist Survey
2. Perceptions of Walking and Biking
Clear Lake Pedestrian & Bicyclist Survey
117
3. Bicycle Facilities
4. Please indicate your level of agreement with the following statements:
1 ­ Strongly Disagree
Consider the image and indicate your level of agreement with the following statement:
2 ­ Disagree
3 ­ Somewhat 4 ­ Somewhat 5 ­ Agree
6 ­ Strongly Agree
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
I feel very comfortable biking in Clear Lake.
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
Agree
j
k
l
m
n
I want to live in a community where people can walk and bike j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
l
m
n
j
k
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j
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j
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appendix
Disagree
I feel very comfortable walking in Clear Lake.
to many destinations.
I would walk 10 minutes to a destination if I felt I could do it safely.
I would bike 10 minutes to a destination if I felt I could do it safely.
There are many destinations within a 10 minute walk from my house.
5. Do you agree that it is important to provide for pedestrians and bicycles at the following destinations?
1 ­ Strongly Disagree
2 ­ Disagree
3 ­ Somewhat 4 ­ Somewhat 5 ­ Agree
6 ­ Strongly Disagree
Agree
Clear Lake schools
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University of Houston ­ Clear Lake
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Agree
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Johnson Space Center (NASA)
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Clear Lake Regional Medical Center
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METRO Park & Ride
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Harris County Transit bus stops
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Retail and employment along Bay Area Boulevard
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Baybrook Mall
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6. I would feel comfortable riding a bicycle on a local road with low traffic volumes, such as the one in the picture.
j 1 ­ Strongly k
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Disagree j 2 ­ Disagree
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j 3 ­ Somewhat k
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Disagree j 4 ­ Somewhat k
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Agree j 5 ­ Agree
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j 6 ­ Strongly Agree
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Clear Lake Pedestrian & Bicyclist Survey
Clear Lake Pedestrian & Bicyclist Survey
Consider the image and indicate your level of agreement with the following statement:
4. Bicycle Facilities
Consider the image and indicate your level of agreement with the following statement:
7. I would feel comfortable riding a bicycle in a regular traffic lane on a road similar to Bay Area Boulevard, as shown in the picture.
j 1 ­ Strongly k
l
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n
j 2 ­ Disagree
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Disagree j 3 ­ Somewhat k
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Disagree j 4 ­ Somewhat k
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j 5 ­ Agree
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j 6 ­ Strongly Agree
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Agree 8. I would feel comfortable riding a bicycle in a bike lane on a road with moderate traffic volumes, such as the one in the picture.
j 1 ­ Strongly k
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m
n
j 2 ­ Disagree
k
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Disagree Clear Lake Pedestrian & Bicyclist Survey
Disagree j 4 ­ Somewhat k
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n
j 5 ­ Agree
k
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j 6 ­ Strongly Agree
k
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Agree Clear Lake Pedestrian & Bicyclist Survey
Consider the image and indicate your level of agreement with the following statement:
5. Bicycle Facilities
Consider the image and indicate your level of agreement with the following statement:
appendix
118
j 3 ­ Somewhat k
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9. I would feel comfortable riding a bicycle on a cycle track that is physically separated from a busy road, such as the one shown in the picture.
j 1 ­ Strongly k
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j 2 ­ Disagree
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Disagree j 3 ­ Somewhat k
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Disagree j 4 ­ Somewhat k
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Agree j 5 ­ Agree
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j 6 ­ Strongly Agree
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10. I would feel comfortable riding a bicycle on a shared use path or hike and bike trail, such as the one in the picture.
j 2 ­ Disagree
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j 1 ­ Strongly k
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Disagree j 3 ­ Somewhat k
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Disagree j 4 ­ Somewhat k
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Agree j 5 ­ Agree
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j 6 ­ Strongly Agree
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Clear Lake Pedestrian & Bicyclist Survey
6. Bicycle Facilities
Clear Lake Pedestrian & Bicyclist Survey
7. Bicycle Facilities
14. Please indicate your level agreement that the following are barriers to biking in Clear Lake:
Other 2 ­ Disagree
4 ­ Somewhat Agree
5 ­ Agree
6 ­ Strongly Agree
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Safety / fear of crime
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Lack of adequate lighting
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Heat and humidity
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Lack of shade / trees
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High traffic volumes / speed
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Poor air quality
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Difficult to cross intersections / 11. Which TWO of the sample bike facilities would you be most comfortable using?
c 2
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c 3
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c 4
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c 5
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roadways
Condition and quality of bicycle facilities
12. Which of the sample bicycle facilities would you consider safe for a child to use? Please select as many as apply.
c 1
d
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c 2
d
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c 3
d
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c 4
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Condition and quality of c 5
d
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f
g
roadway pavement
13. Which TWO of the following factors were most important in determining your choices for the previous two questions?
c Volume of vehicle traffic
d
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f
g
c Width of the bicycle facility
d
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f
g
c Adjacent activity, destinations, and land use
d
e
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g
c Travel speed of vehicle traffic
d
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c Amount of separation from vehicle traffic
d
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f
g
c Landscaping (e.g. street trees and shade)
d
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g
c Condition and quality pavement
d
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f
g
Disagree
paths, trails)
c 1
d
e
f
g
3 ­ Somewhat 1 ­ Strongly Disagree
Lack of facilities (e.g. bike c Lighting
d
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f
g
c Safe roadway crossings
d
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f
g
school, and stores are too far c Other (please specify)
d
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g
to bike
5
6
bikes
Need for a shower after ride
Clear Lake Pedestrian & Bicyclist Survey
Clear Lake Pedestrian & Bicyclist Survey
15. From the previous list, which do you feel are the TWO most important barriers to biking in Clear Lake?
c Lack of facilities (e.g. bike paths, trails)
d
e
f
g
c Difficult to cross intersections / roadways
d
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f
g
c Condition and quality of bicycle facilities
d
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f
g
c Destinations such as work, school, and stores are too far to bike
d
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f
g
119
c Poor air quality
d
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f
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c Safety / fear of crime
d
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c No place to lock up / park bikes
d
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c Lack of adequate lighting
d
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f
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c Need for a shower after ride
d
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g
appendix
Consider the image and indicate your level of agreement with the following statement:
c High traffic volumes / speed
d
e
f
g
c Condition and quality of roadway pavement
d
e
f
g
8. Sidewalks
c Lack of shade / trees
d
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c Heat and humidity
d
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g
c Other (please specify)
d
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5
6
16. I would feel comfortable walking along the sidewalk shown in the picture.
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j 6 ­ Strongly Agree
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Clear Lake Pedestrian & Bicyclist Survey
Clear Lake Pedestrian & Bicyclist Survey
Consider the image and indicate your level of agreement with the following statement:
9. Sidewalks
Consider the image and indicate your level of agreement with the following statement:
17. I would feel comfortable walking along the sidewalk shown in the picture.
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Agree 18. I would feel comfortable walking along the sidewalk shown in the picture.
j 1 ­ Strongly k
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j 2 ­ Disagree
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Disagree Clear Lake Pedestrian & Bicyclist Survey
Disagree j 4 ­ Somewhat k
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j 5 ­ Agree
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j 6 ­ Strongly Agree
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Agree Clear Lake Pedestrian & Bicyclist Survey
Consider the image and indicate your level of agreement with the following statement:
10. Sidewalks
Consider the image and indicate your level of agreement with the following statement:
appendix
120
j 3 ­ Somewhat k
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19. I would feel comfortable walking along the path shown in the picture.
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Disagree j 2 ­ Disagree
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Disagree j 4 ­ Somewhat k
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Agree j 5 ­ Agree
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j 6 ­ Strongly Agree
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20. I would feel comfortable walking along the sidewalk shown in the picture.
j 1 ­ Strongly k
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Disagree j 2 ­ Disagree
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j 3 ­ Somewhat k
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Disagree j 4 ­ Somewhat k
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Agree j 5 ­ Agree
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j 6 ­ Strongly Agree
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Clear Lake Pedestrian & Bicyclist Survey
Clear Lake Pedestrian & Bicyclist Survey
Consider the image and indicate your level of agreement with the following statement:
11. Sidewalks
22. Which TWO of the sample sidewalks would you be most comfortable using?
c 1
d
e
f
g
c 2
d
e
f
g
c 3
d
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f
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c 4
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c 5
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c 6
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23. Which of the sample sidewalks would you consider safe for a child to use? Please select as many as apply.
c 1
d
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f
g
c 2
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c 3
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c 4
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c 5
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c 6
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24. Which TWO of the following factors were most important in determining your choices for the previous two questions?
c Condition and quality of the sidewalk
d
e
f
g
c Adjacent activity, destinations, and land use
d
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f
g
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j 2 ­ Disagree
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j 3 ­ Somewhat k
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Disagree Disagree c Landscaping (e.g. street trees and shade)
d
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f
g
c Distance from traffic lanes
d
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f
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c Safe roadway crossings
d
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g
j 4 ­ Somewhat k
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j 5 ­ Agree
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j 6 ­ Strongly Agree
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Agree c Speed of vehicle traffic
d
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f
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c Lighting
d
e
f
g
c Other (please specify)
d
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f
g
Clear Lake Pedestrian & Bicyclist Survey
12. Sidewalks
c Amount of adjacent vehicle traffic
d
e
f
g
21. I would feel comfortable walking along the sidewalk shown in the picture.
c Width of sidewalk
d
e
f
g
Clear Lake Pedestrian & Bicyclist Survey
13. Demographics
25. Please indicate your level agreement that the following are barriers to walking in Clear Lake:
2 ­ Disagree
Not enough sidewalks or trails
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Difficult to cross intersections / j
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3 ­ Somewhat 5 ­ Agree
6 ­ Strongly Agree
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Disagree
roadways
Existing sidewalks are in poor 121
This page asks for some background information on you as the respondent. If you do not wish to provide this information please select the "Prefer not to answer" 4 ­ Somewhat Agree
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Traffic volumes / speeds are j
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option for each question.. Please remember that all responses are anonymous. 27. What is your age?
6
28. Sex:
6
29. How many children under 16 do you have that currently live with you?
condition
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Destinations are too far
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Poor air quality
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c Existing sidewalks are in poor condition
d
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c Traffic volumes / speeds are too high
d
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c Destinations are too far
d
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c Safety / fear of crime
d
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f
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c Poor air quality
d
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c Lack of adequate lighting
d
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f
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c Lack of accessible curb ramps
d
e
f
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c Heat and humidity
d
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f
g
6
32. Do you own a bicycle?
6
33. Do you require the assistance of a wheelchair or other mobility device when traveling?
34. Are there any additional issues that you would like to comment on or that the Clear Lake Pedestrian and Bicyclist Plan should address?
c Lack of shade / trees
d
e
f
g
c Difficult to cross intersections / roadways
d
e
f
g
5
31. Do you own or have access to a family car?
6
26. From the previous list, which do you feel are the TWO most important barriers to walking in Clear Lake?
30. What is your home zip code?
6
too high
c Not enough sidewalks or trails
d
e
f
g
6
5
6
appendix
1 ­ Strongly Disagree
Open Response Answers
The final question of the survey, question #34, was an
open-response question that asked:
Are there any additional issues that you
would like to comment on or that the Clear
Lake Pedestrian and Bicyclist Plan should
address?
256 responses were provided by the survey
participants, may of which were extremely detailed
in their feedback. The following pages present the
unedited open response answers.
appendix
122
Comment
Response
Comment
1
I think the two most important priorities should be adding sidewalks and
bicycle lanes where there are none (such as Egret Bay road going south from
NASA Parkway) and adding good lighting to the most frequently used routes.
15
2
Existing sidewalk along Saturn Ln. (route used to get to work) is always in
need of maintenance (i.e. mowing). It is sometimes difficult to walk or bike
along a weed-choked pathway.
I travel by bike frequently in Clear Lake. NASA Road 1 is very accessible, as
is Bay Area Boulevard (though the traffic closer to I-45 makes riding on the
sidewalks feel more perilous and the condition of the sidewalks is somewhat
rough). El Camino Real should be a priority site for laying walk/bike routes.
16
no
17
More awareness of sharing the road with bikes. Sidewalks with a bike lane
like on Kirby, between Red Bluff & NASA Prkwy would be really nice. Also
a continuous loop for recreation biking & walking away from vehicle traffic
would be really nice.
18
Need to look into Montreal Canada bicycle system....it's amazing!!
19
Also need to be careful about designing the sidewalks/walkways so that they
can be safely shared by both pedestrians and bicyclists.
20
Thanks for looking into this subject!!
21
Master-planned homogenized subdivisions like all those found in Clear
Lake (minus old Webster) have businesses excessively segregated from
residences. If I had a small mom-and-pop store three blocks away, I'd walk
to it, or a restaurant in Camino South rather than a 15-minute walk with no
sidewalk the last 100 yards, I'd walk to it. I'd walk to work at 600 Gemini if I
could cross Bay Area Blvd without risking my life.
22
Make the sidewalks accessibile/safe for blind to walk on. Many sidewalks are
badly cracked and this is a danger for blind folks.
23
Providing safe biking access along Bay Area Blvd should be highest priority.
There are a lot of restaraunt workers that commute along this route including
after dark.
24
The Clear Lake metropolitian area is so large I don't think this plan would
work. For instance, I would never consider walking or riding a bike to Bay
Brook Mall from my home in Seabrook. It's just not feasible.
25
Please build awesome sidewalks and bike lanes. Landscaping wouldn't hurt.
26
The Clearlake area is too spread out and climate too hot in summer for use
of walking and biking as transportation. The focus should be on recreation
and connecting residential areas to parks and schools. If available, work on
connecting residential areas to local dining.
27
Unless there is a strongly residential area within ~0.5 miles of a strongly
commercial area, the addition of sidewalks & bike locks within those areas
is probably not going to create a sudden surge of walkers & bikers. Please
keep it simple. I know many of my generation, including myself, would absolutely love having a more pedestrian/bike friendly area to live, but the climate
in Houston does not allow that for 6 months out of the year.
28
Sometimes is required/or wanted to walk/bike but there are few quality places
to walk/bike to destinations even within 10 minutes of home/work. We need
to become more mobile in Houston/surrounding areas.
29
More paths for foot traffic and bikes would be great. However, if bicycles are
going share a path with walkers and runners, bicyclists need to be educated
to be respectful of others on the path. Granted, that respect goes both ways,
but I've run in parks where I felt unsafe because of the bicyclists that were
on the path.
3
Drivers need to be better educated on sharing the road with cyclists.
4
Majority of major roads in Clear Lake have NO shoulder at all and force
bicycles to use the traffic lanes. Sidewalks are for walking/running and not
riding bicycles.
5
I work in Pasadena on Highway 225 but would ride to work if there were
enough paths to get me there. The traffic speed is too high and there are
no paths for bicycles to get there. I also like to bike a loop from Clear Lake
Forest on the nice path, down to NASA Rd 1 which has a path that stops right
before the park (so you use the sidewalk), up Space Center (which has no
path and terrible shoulders so you are forced to use the sidewalk), up Middlebrook through U of H, then out to Bay Area Blvd, which has a TERRIBLE
path west of Middlebrook. The rest of the path along Bay Area and Red Bluff
are wonderful. We need more paths like that one and the one going up Red
Bluff on the west side!
6
7
I bicycle along space center Boulevard and it is not safe. The road has
eroded on the easement. The byclcle trail is in poor condition. There is no
trail to get from space center to bay area I think it is middlecreek. We need
better biking trails in the Clear Lake area Also NASA Road 1 is not safe on
the bike lane.
"I have a special needs child that has NO safe routes to bicycle. No ramps,
the roads are full of obsticles such as pot holes and loose gravel. My child
has fallen many times over something we would not be too concerned with
but if it were improved, good sidewalks and trails we could ride as a family
without the worry. I would ride my bike to work if there were a trail from
League City to NASA/JSC its only 3 and a half miles one way. I have visited
many city’s and they seem to consider this very important to the area. Please
put the trails and sidewalks in.”
8
Include League City and other surrounding communities in your plans.
9
Thank you
10
would love a dedicated bike/walk lane along 270 between 518 & NASA Road
1
11
Hike and bike trails on the old Clear Lake Golf Course. This would allow for
excersie far away from auto/truck traffic. This would be very safe for kids.
12
aggressive bicyclists in traffic
13
More connecting trails between neighborhoods that aren't directly tied to
roads. In suburbia, getting from point A to B via roads is often very, very long
due to cul-dd-sacs, and generally poor planning. Using paths to bridge these
areas and taking advantage of power line right or ways, drainage, etc will
greatly help mobility.
14
(none)
123
appendix
Response
appendix
124
Response
Comment
Response
Comment
30
"-A safe bike trail for kids to use away from heavy traffic would be really nice
for the Clear Lake area.
47
31
Would definitely use trails if available.
Bike paths that link to other cities or other bike routes, and well marked bike
lanes would go a long way to increasing cycling instead of driving. Thanks
for looking into this!
32
no
48
Please feel free to contact me for further information. I ride my bike from
League City to UHCL five days a week. - Jeff Lash ([email protected])
33
please add more bike paths to the area and make bike paths so one can bike
to JSC
49
34
Road design is too hazardous to safely allow bikes to intermingle iwth traffic.
maintenance is horrible, for instance space center north of the space center
35
Walking and biking should be encouraged, and not looked upon as unusual.
The League City police have stopped several people because they were
walking from one destination to another after dark - older than 21, minding their own business, not causing any harm much less acting/looking
suspicious outside of just walking. In fact, one officer said 'We don't walk in
Houston!'. I find this unacceptable. I live close enough to places to walk/ride,
but Bay Area is a scary place for a bicycle and I do not feel comfortable. The
bike/run 'path' on Space Center is atrocious.
"The biggest obstacle - by far - that cyclists must overcome is the anti-cycling
culture. Cyclists do themselves no favors by using an entire lane, especially
when there is a small group riding, during peak traffic hours. Cyclists might
have the right to the road, but they need to remember that taking an entire
lane when it is unnecessary (for example) inflames your typical driver, and
does nothing to promote cycling in the Bay Area. -Working water fountains
would be needed for walkers and bikers in parks.” On the other hand, drivers
need to be tolerant of cyclists and recognize the cyclist’s right to safely ride
on roadways. Perhaps there should be a mandatory section of the driver’s
education curriculum that focuses on sharing the road with bicycles.”
50
despite high number of bicyclists, NASA area is not really bike friendly
51
Better control of distractions by drivers, such as iphones, ipads, cell phones,
eating, fixing hair, dressing, loud music, reading, tv, radio, yelling, cussing,
smoking, chewing tobacco, cutting people off, DRINKING, USING DRUGS,
MAKING OUT, PLAYING VIDEO GAMES. BEING A SMART ASS DRIVER,
NO COURTESY
52
This shouldn't just be about walking and biking, think about the drivers also to
ensure a shared responsibility.
53
Plant trees and shrubs to enhance shade and beauty; people need to feel
safe walking/biking alone; barriers of some type between traffic and pedestrians and bikers - don't lower speed limits (lower speed limits is not a solution
to increasing use of hike & bike sidewalks/trails)
54
Needs to include League City - a lot of us commute to Clear Lake for work.
55
No additional issues that I would like to address but I just wanted to further
emphasize that I would love to bike more around town but I have always
chosen not to because I do not feel safe on the roadways with area drivers.
56
Seabrook wants bike trails and the City has formal plans. It needs funding.
57
One of my concerns is for the safety of those who do not or can not afford
a car and the only choice is to commute by bicycle. For me it's a matter of
health and enjoyment to commute by bicycle or on foot but for many of Clear
Lake's economically disadvantaged, it is the only option and the conditions
for them are deplorable. Just try riding your bike from Bay Area to NASA 1 on
El Camino. It is a very tricky task. Many people do it but it is not safe or easy
to do. Sidewalks randomly start and stop and there are no bike lanes. I don't
know how people manage.
58
I'm excited that there is an effort going on to remedy the poor walking and
biking conditions! I've been trying to bike around the area more and have
been discouraged by the poor bike/walking trails/sidewalks.
59
If bicyclists are in the street they need to obey all trafic laws (stop signs, etc.)
and police need to ticket them when they don't. Although it may be "legal" to
ride a bike down busy streets like Bay Area Boulevard - it is extremely unsafe
to do so - there are sidewalks on either side that should be used by bikes.
36
The main problem I see is too few sidewalks and bike trails. It is very dangerous to bike or walk in the road.
37
It would be nice to incorporate the trails in the old CL city golf course +
pathways in near drainage ditches in neighborhoods similar to brookforest &
middlebrook.
38
Repair of existing sidewalks is a big problem. I blew out a tire the other day
when I hit a bad spot on a sidewalk. Walking or biking over the railroad
tracks at highway 3 is the most dangerous place.
39
More paths along the bayous would be benefical and keep bicyclist/walkers
away from the majority of traffic.
40
I would bike to work (NASA) if there was a safe way to get there from residential neighborhoods in Clear Lake, and if NASA provided shower facilities
in main buildings (e.g., 45, 1, 4South), as opposed to just at Gilruth
41
Ask again this winter and heat/humidity will be less of a barrier.
42
More Safety Signs
43
Existing bike trails are a joke. An example of a very poor bike path is NASA
Road 1 between Bay Area Boulevard and I-45. That path is not safe at all,
and uses a poorly maintained shoulder on a high-speed roadway.
44
"Really would like to see the bike trail around CL finished and refresh (a
bench, water, air, restroom) stations added. There is no SAFE way to get
across NASA 1. The lights are not long enough.”
45
I would love to see this community develop into something that facilitates
commerce while being less dependent on automobiles.
46
I would purchase a bike and ride it from my residence in Seabrook to work
at Johnson Space Center today, if there existed a continuous bike lane.
Currently the bike lane along NASA Parkway disappears while crossing
Clear Lake near Clear Lake Park and does not re-appear until slightly west
of Space Center Blvd. This is the largest barrier to me biking the 4 miles to
work instead of driving.
Comment
Response
Comment
60
no
72
61
I think people would be inclined to use additional bike and walking trails for
recreation and exercise. I don't think people will be inclined to use them to
get to work, shop, or go to Church due to the heat and humidity in the Spring/
Summer months.
There are many road that have good sidewalks for walking or bicycle use;
however, some of the connecting roads have no sidewalks or bicycle lanes.
For example, there's a pretty good section of NASA Rd 1 with good sidelwalks and bicycle lanes, but I can't get to it because Egret Bay (from League
City) doesn't have any protection.
62
Egret Bay has a lot of bicyclers and pedestrians every day, and they walk
in the middle of the road because there is no where else. This road should
really be addressed soon.
73
More bike lanes and/or connecting greenbelt trails networks for bikes.
74
Egret Bay Rd and the Egret Bay bridge south of NASA Parkway lack adequate lighting and sidewalks for pedestrian traffic.
63
I saw a cyclist get hit on NASA Pkwy in frt of Texaco (Kirby int.) by truck
turning left into Texaco. It was like the cyclist wasn't even there. Driver on
phone, pulling trailer, cyclist was in bike lane. Cars veer into bike lane all the
time too. Separate bike paths are the way to go for so many reasons. Putting
in dbl-wide sidewalks on all streets would go far enough, then give employers
incentives to install shower/locker facilities.
75
have a bike lane added on FM270. That would enable a nice bike ride loop
around clear lake (NASA rd 1 to FM 146 to FM 518 to FM 270. That's about
an 18 mile ride. Currently, people walking and riding bikes on FM 270 are at
extreme risk. What morron designed the bridge and road with out a place for
"people" to walk or ride a bike.
64
Would like to see more trees sporatically along walkways for shade, but not
rows of bushes where someone could be lurking or hiding and make it feel
unsafe. My husband and I frequently drive to the Woodlands on weekends
and take our bikes to ride, where there are lots of sidewalks, parks and riding
trails. I wish Clear Lake was a community where we could walk to places to
get out and exercise. I would choose to walk or ride my bicycle to work and
to the grocery store instead of driving if it was safe. I have tried walking to
work, but I don't feel safe crossing busy at busy intersections, such as Bay
Area Blvd, Space Center or El Camino and NASA Rd. 1.
76
When designing a bike lane, it would be nice if there were motion sensors
placed at intersections that would warn drivers not to go until biker (s), walker
(s) have passed. I commute to work, and use a bike lane when I can, but so
far, I have been hit by cars on two different occaisons because I was crossing
an intersection, and they pulled out in front of me right when I was crossing.
77
I walk for exercise. I could walk to work or grocery shopping, but time, heat,
and safety (and the occasional need to carry heavy items) makes it impractical. I could bike for exercise, but biking to/from work would require me to mix
it up with traffic. No way.
78
"I am a fan of using bikes as the main transportation method, but feel safe
using them only at parks. Me and my wife used one time the bicycle lanes
in Clear Lake, but freaked out after having cars passing 1-2 ft from you at
speeds of 45mph or higher. Wind from cars make it easy to loose control,
plus you don't know how concentrated the drivers are on the road. Exhaust
gases and air quality makes it even harder. I prefer to be in a car with my
family for short drives, so there is more chance on returning back home
in one piece. We live in League City and the problem there is that the
pedestrian walk stops in the middle of our way between point A and B. This
requires to run on the grass, or move to the road and take one lane with all
the other cars. Also intersections are difficult to use, specially when there is
an “”only”” and cars don’t let you cross independently the crossing symbol is
white in your favor. People just hit the gas. Some of the pictures in this survey
showed perfect conditions for me to decide use a bike 80% of the time as
transportation (distance as the limiting factor for the other 20%). Please share
the results of this survey with the JSC community. Very interesting.”
65
I'm a mountain biker. I have to go to Jack Brooks, Terry Hershy Park, Memorial, or out of town to get any decent riding in. So I would love to see some
more hike and bike nature trails around. Clear Lake has a great landscape
for that with all the trees and parks. I speak for a lot of mtn. bikers. I know
that road bikers wish they had better, safer, wider, smoother, and longer
stretches where they could ride as well. Those are the primary complaints of
riders in the Clear Lake area. Thanks for the survey and I hope to see some
new additions and upgrades.
66
A few years ago friends of mine would bike in the Clear Lake area and people
would drive by and shout obscenities at them and throw things at them. This
has deterred me from riding a bike in the Clear Lake area.
67
If my workplace had a shower and locker room, I'd bike to work so much that
my truck would never run out of gas.
68
safe bicycle access between Clear Lake, League City and Friendswood, e.g.,
from Hwy 3 west across I-45.
69
Consider training local drivers on the laws regarding bicyclists and the rights
of cyclists using the road. Personal cycling experience: I've come to a stop
in the right lane (at a stop sign) at the same time as a car has stopped in the
left lane, and then, the car has turned right (from the left lane) and cut me
off just to save a few seconds of time. This has happened three times in the
past month.
70
need seperated bike lanes over both bridges to League City
71
no
79
The heat and humidity limit walking and bicycling to distant areas most of the
year. Please concentrate on improving the roads and sidewalks in the area.
80
"Driver education re: bicycle rights; Cyclist education re: responsibilites”
81
"Get us more paved trails, particularly along drainage ditches where there
are no cars, and strongly encourage employers to offer shower facilities since
nothing can be done about the heat and humidity. $ spent on facilities will be
more than made up for on reduced medical expenses.”
82
Personally, I do not ride bikes because of knee cap issues.
83
Develop a plan for Seabrook too.
84
I would bike to work from Friendswood if there were bike lanes and a shower.
125
appendix
Response
Response
Comment
Response
Comment
85
Biking to commute is good, but it would also be nice to be able to bike long
distances for exercise. Meaning, good separation or shoulders on long
stretches of road. Urban biking is good, but having the ability to bike long
distances without having to stop often is also beneficial. This would occur
is less urban places, or being able to get from urban to something like Red
Bluff easily.
96
Any new roads or road modification plans simply should include bike lanes
with the highest degree of separation that is practical; even though it is hot
- people will start using them which will cut back on traffic and people will be
healthier.
97
Crazy drivers and speed of traffic makes it dangerous for anyone to walk and
ride a bike in clear lake. In general the houston area.
86
Mainly use bike paths if they are available, but there is not an easy way to
remove the barriers of distance between locations and heat and humidity
once you get where you are going, you need a shower, esp at work
98
87
Mandatory education for bike riders on proper and safe biking.
88
Before hurricane I had bike and lived in Kemah/Clear Lake Shores and
walked and rode bike a lot for recreation. Main barrier (huge) is lack of bike
racks for locking bikes - if nowhere to lock it, can't leave it to go into a store.
Second barrier is absence of bike lane on ALL of NASA Pkwy between
Seabrook and JSC (it goes away on bridge by Hilton - a more dangerous place than the rest of the road??? and you aren't supposed to ride on
sidewalk - should make an exception there) and on Hwy 146 between Kemah
bridge and NASA Pkwy. JSC has added showers in new building, but previously with showers only at Gilruth Rec center and no taxi to office buildings, it
is difficult to ride to work - get hot and sweaty unless I go early and it is VERY
INCONVENIENT to have to shower at work. So I guess the real barriers are
the HEAT and not wanting to ride so early or take stuff to shower at work i.e.
inconvenience. Also high volume of traffice on NASA Pkwy is a deterrant,
even with a nice bike lane on most of the road.
There were no questions about it, but I think that the public transportation/
Bike facilities from the inner city to clear lake should be modified. Coworkers
from the city would like to be able to ride the bus out to clear lake and home
and bike to work, but the bus times are minimally available both here and on
return and pathways are not readily accessible to bike the remaining distance
to work.
99
They should coordinate with areas outside of the Clear Lake area to ensure
that bike/walk paths connect to allow traffic in and out of the Clear Lake area.
100
Connect all the side walks and bike trails so you can go everywhere. It was
stupid not to extend 518 bikepath below the newly constructed I-45 intersection to the other side of the bike path in Webster.
101
Sidewalks along 270/Egret Bay Blvd between NASA Parkway and 518.
People are always walking in the middle of the road, which seems extremely
dangerous! More local transportation stops to ride between Webster, Clear
Lake City, League City, and east Friendswood. Trees for shade would be
great!
102
Please consider working with the CL Water Authority to turn the old CL Golf
Course into safe, useable hike and bike trails.
103
I would bicycle the seven miles from home to work onsite JSC if there were
shower facilities near my work area.
89
appendix
126
Cycling in the main lanes of traffic is not only dangerous for the rider, but also
for the drivers. Drivers are not accustomed to slowing down and accomodating cyclists; so in doing so this creates a hazardous situation all-round. We
need to have separate lanes for the cyclists.
90
recommend using easements and right-of-ways to create paths
104
It would be nice to have trails to take the kids on.
91
Would love to see better bicycle access to the new convention center up to
Bay Area and all. Rental bikes for out of town visitors, etc. My biggest concern with what I see today are the folks who ride in the street on busy streets
like Bay Area or El Camino when there are sidewalks. Need to understand
why they do that- curbs? Uneven surfaces? It;s scary for the drivers sometimes because they are hard to see. Also, any separate bike path would
need to be well lit and have safety phones (at least eventually) of folks would
not feel safe at night.
105
Bike lanes along FM270 and South Shore Blvd would be a big help in
commuting to JSC. Plans to put in sidewalks along Louisiana and Austin in
League City are going to be great.
106
We have inadequate bike parking at destinations.
107
Drivers' lack of knowledge of non-drivers' rights to the road, unwillingness
to share or yield, and inconsiderateness in failing to stay within speed limits
or lanes, and to use signals; these all force bicyclists/pedestrians to be
constantly on high alert.
92
I moved to Clear Lake 2 years ago from another state. I bike to work every
day. Your bike paths in some areas are very good, better than many other
cities'. Extending the network of bike lanes to include more areas would be
great. Getting retailers to include bike paths in their parking lots and bike
racks would permit me to do more shopping by bike. I find shopping center
parking lots to be the most dangerous places for me to ride. And of course,
educating vehicle drivers to share the road would also be helpful.
93
I've had a bike for 3 years and never used it here. I live 3 miles from work. I
don't ride because there is no safe place for me to ride.
94
Many athletes use the sidewalks/bike paths for practice rides. More of those
(10, 20, 30, 40, 50 mile distances) would be great!
95
Safe bicycling lanes throughout the area!
Response
Comment
Response
Comment
108
I think the biggest problems with walking/cycling in Clear Lake are the heat/
humidity, distance between places, and mindset of drivers. I go to school in
Boulder, Colorado, where cycling paths are the norm and pedestrians are
considered untouchable, and destinations are closer to each other because
the city is located in a valley between mountains (which also keeps the heat
and humidity down). In Boulder I rarely ever drive - I usually either walk, bike,
or take the bus (for slightly farther destinations). It's hard to do that in the
Clear Lake area (and most of Texas, really) because cyclists and pedestrians
aren't considered important enough. Drivers are more selfish, and pedestrians and cyclists are seen as an annoyance instead of being accepted as
the norm. I don't know how to fix the heat and humidity (except with maybe
a bit more shade?), or the distance between destinations being long, but I
think the importance of pedestrian/cyclist safety should be more prominent
to drivers. In Boulder, that awareness is achieved through the presence of
an abundance of crosswalks that give pedestrians/cyclists plenty of time to
cross (and in some places, signs where pedestrians only have to press a
button and flashers on the signs come on that alert drivers to the presence
of a pedestrian in the road and force them to stop so that the pedestrian can
instantly cross without waiting for traffic to diminish), separate right turn lanes
on many streets with YIELD TO PEDESTRIANS signs (so pedestrians don't
have to worry about drivers turning right when they cross the main portion of
the street), and a state law requiring all vehicles to yield to pedestrians, skateboards, and bikes (and signs everywhere that remind drivers of this law).
115
Vehicle Driver Education of Bike Laws and sharing of the road. Many drivers
believe bikes should ride on the sidewalks and not impede traffic flow even
though this is illegal. Laws should reconsider the greater hazard - Car vs Bike
or Bike vs Jogger
116
Consider the cost of upgrading sidewalks and bike paths due to poor economic conditions. Plan to do upgrades after the budget is balanced and the
revenues are up.
117
none
118
"Would definitely like to see bike lanes added when new roads are built or existing roads are resurfaced. The entire length of Bay Area Blvd, El Doradao
and NASA Road 1 Parkway needs a bike lane.”
119
Lack of commercial businesses in or near subdivisions makes it very unlikely
that biking or walking for non-recreational acitivities will ever be popular
in this region. The zoning and deed restrictions would have to dramatically change to improve this situation - which I'm not necessarily against.
However, because of the complexity of changing deed restrictions, it's hard
to imagine that this would happen in my lifetime. The only remote possibility
of improving access to commercial destinations in my lifetime by means of
bicycling would be setting up bicycle and walking paths along utilitiy easements, which would also encounter a lot of opposition, most likely, from the
utility companies. Nuff Said.
I live at El Dorado and Space Center and would try biking to JSC if there was
a safe bike lane to do so, when the weather isn't 100 degrees. Answering the
survey during this incredibly hot summer is bound to impact responses.
120
110
"Working with surrounding areas such as Webster and League City to
support joint plans to incorporate bike paths and sidewalks to Clear Lake.
Adding water stations along paths.”
Clear lake has horrible bike lanes / bike paths compared to other Texas cities. The bike lanes on NASA Road 1 / FM 528 is a joke, putting cyclists right
next to 55mph+ traffic in a poorly maintained shoulder lane.
121
111
JSC gate closures can double or triple the length of a walk/bike commute.
Card reader turnstiles would give walkers/bikers 24 hour access to the security gates that make to most sense.
Provide either maps to destinations, and which paths to use to promote
venues to visit. Possibly have 'group cycling' events to have people see for
themselves the distance and things to do around clear lake.
122
I think another factor for walking/bicycle safety that should be addressed is
the education of motorists on how to "share the road".
112
When I have biked to work before, I have felt it necessary for safety to walk
my bike across the Bay Area to my work building, I have had traffic coming
from Pasedena purposely rev up their engine in an attempt to threaten my
crossing the street or scare me. I don't think we can fix stupid, rude people.
123
113
The main problem I have biking here is the quality of road surface, both on
sidewalks and in the road. Most neighborhoods in my area are low traffic and
easy to bike in the street, but traffic doesn't know what to do with the bikes so
they drive really close. For this reason off street bike lanes would be fantastic.
I would love to see more people out walking and biking around Clear Lake,
but it will take a complete overhaul of attitudes that people have about their
cars. There also needs to be a change in attitudes that people in their cars
have about people on foot or on bicycles. I will not ride in the bike lane on
NASA Rd. 1 because of the crazy drivers who do not pay attention while driving. I feel safer on the sidewalk.
124
I would enjoy using my bike more often but I don't feel safe on most roadways
in the Clear Lake area due to the traffic. Bike lanes would be great.
125
Consistent, clear requirements for design, installation and maintenance of
walkways and bicycle paths, including significant consideration to connecting the trails and paths to facilitate movement around the surrounding area
without a gap in trails.
126
no
127
I would bike ride to work if there was a shower there. As a Mom, biking to
the grocery store is not practical just due to needing to get cold stuff home
quickly, and volume of groceries needed most of the time. I would love to
walk to restaurants with the family.
114
Bike lanes such as the one along parts of NASA Road 1 are not adequate:
drivers disregard them regularly. Once, I saw a bicyclist coming up behind me
at an intersection so I got over as far as I could to the left side of my lane, the
right-most lane, so he could have as much room as possible. (I have friends
who do ride around here and complain about drivers crowding the bike lane,
clipping their elbows with mirrors.) An SUV saw me do this and took it as his
opportunity to get over behind me in MY LANE AND THE BIKE LANE, narrowly missing my car, and make a right turn beside me. I think he may have
even had his right front wheel on the curb! Had the cyclist been closer, the
SUV would have hit him instead of just completely blocking his passage.
127
appendix
109
Response
Comment
Response
Comment
128
It would be very easy to connect the greenways together to make safe walking and biking paths. It is very frustrating that the few bike paths that do exist
are not connected to anything.
140
These walking and biking trails could promote local small businesses as
destinations. Please look at redeveloping some under used areas for such a
purpose (and give us more places to bike to and to walk to).
129
Clear Lake area could easily benefit greatly by creating hike/bike trails along
drainage ditches and Horsepen Bayou. They would be an excellent added
ammenity to the area and enable people to walk, jog and bike away from
exhaust fumes!
141
130
I would love for the NASA Rd 1 and Bay Area to have good sidewalks. I
wish I could ride a bike around the area, but I wouldn't dare go on the roads
because of the enormous trucks. I would definitely rank Clear Lake as "Low"
on "Bicycle-Friendliness," but I'm glad that you are working to understand the
desire.
Many places that have suitable sidewalks don't have frequent enough mowing/pruning, so they're often too overgrown to safely use (thinking of along
Space Center and Middlebrook and Bay Area near UHCL). Also, there's
moderately OK bike access to a NASA entrance at the main gate, but no safe
crossings from the sidewalk at either Space Center gate, and riding between
Cyberonics Rd. and the back NASA gate on Space Center itself is dangerous
and scary (curbs, 40 mph speed limit).
142
This may be out of scope for this committee, but my biggest request is to
have a dedicated, safe bike lane on Egret Bay - between 518 and NASA
Parkway. A nice, wide path already exists along 518 all the way to Kemah.
An Egret Bay bike lane would dramatically open up commuting opportunities
for a large number of people.
143
Cycling in Clear Lake is dangerous. The few bike lanes we have don't go
anywhere useful. Need more bike lanes that allow commuting to work or to
shopping.
144
"I believe that if bike lanes were installed or sidewalks were in better condition
and were existent in all of Clear Lake, more people would use them. I have
tried riding my bike to work once and found that the sidewalk would end and
put me into morning traffice which is not worth the risk in my opinion. I'm only
about 4 miles from work and would enjoy riding but am not willing to risk my
life to do so. I truly hope this project comes to fruitation. It would be wonderful to see more people using human powered transportation.”
145
need bike lanes
146
I would like to walk/bike or take a shuttle since it is close. Yet not enough
bike/walking lanes. I would even like a shuttle service to get me closer to my
destination (work/shop/restaurants) and then I walk the remainder of the way.
147
"Consider a ""spoke and hub"" approach. Have feeders coming from the
various neighborhoods that feed into a central lane. Has consideration been
given to using the old Clear Lake Golf Course as a central line from the
communities North of Bay Area Blvd heading toward NASA and Clear Lake
Hospital. Also there is a lot of “”green”” space along the bayou’s and the
areas where gas pipelines run.”
148
Driver education - enforce the message that bicycles have a right to the road.
149
Excellent survey. One thing missing: The fact that bicycles are fun!
150
"There is no safe route from League City to Clear Lake. The existing routes
are much too dangerous. There are no showers at work, so biking to work
would be difficult.”
151
I would like to see some of the speeds on the major roads lowered especially
on Clear Lake City Blvd, El Camino, Space Center and Pineloch. I would
also like red light traffic cameras installed at the traffic lights. The City of
Houston could make a small fortune issuing tickets for speeding and running
red lights by people commuting through Clear Lake.
152
Please don't spend any more money on this project.
153
no
131
132
Awesome initiative, and I look forward to the day when there are more bikes
on the road than cars!!
133
We have bike lanes and sidewalks, but no coherent plan whatsoever. Sidewalks just end and so do bike lanes. NASA Rd 1 right in front of JSC and to
the east the bike lane just stops, then starts up again 1 mile later. You need
to consider the big picture and connect destinations, not just make developers pour enough concrete to cover the frontage of their land. And, please,
let's drop the wavy sidewalk patterns, it's not a nature park, it's a sidewalk.
Take a lesson from Seabrook, their walking/running trails are excellent, well
maintained and highly used for exercise. We are driving from all over Clear
Lake to use those trails.
128
appendix
"1) Include bike lanes on moderately busy side streets (the traffic volume
and speed make the bike lanes on NASA Parkway unusable). 2) Install a
mixed use trail along Highway 3 (parallel to the railway) 3) Install pedestrian
crossings across the railway at all major intersections (Bay Area Blvd., NASA
Parkway, etc.) 4) Implement a commuter light rail on the railway along Highway 3 connecting the Clear Lake area with downtown Houston. 5) Ensure
that as the intersections between I-45 and major crossing streets are rebuilt
that they include a way for bicycles to cross the interstate. 6) Just FYI, the
biggest psychological barrier to biking in Clear Lake is the fact that biking is
not part of the community mindset and thus motorists are not as aware of the
need to look for bicycles.”
134
135
living close to parks that can be desserted so I would like a little security
during school session (in/out) so the kids can walk / bike safely from home to
school and viceversa. Also, some people don't seem to pay attention to stop
signs or speed signs.
Attitude of motorists toward bicyclists is very negative and ignorant.
136
Highway 3 needs serious work. I lived along Highway 3 for 5 years, and
never felt safe walking there. It's 50 mph speed limit, no sidewalks. Your
choice is to either walk/bike along a narrow shoulder next to high-speed traffic, or walk/bike in the drainage ditches. Deplorable pedestrian conditions.
137
We really need safe bike trails to get to JSC from all directions. Ought to be
albe to bike into JSC from 10 miles out, cartainly 5 miles.
138
No
139
no
Comment
Response
Comment
154
I run, walk, and occasionaly ride a bicycle (for excercise and enjoyment, not
for transportation). I see no pressing need for increased bike lanes and only
a mild need for improved walking paths. I do not see significant foot or bike
traffic and I do not believe this is a case of "build it and they will come."
168
I have two young boys with autism and would like to be able to take them out
more. They don,t understand danger or traffic, so we need more places safe
from cars. Thank you for the work you are doing!!!
155
169
no
156
We live in Clear Lake, High School is in Freindswood, there is absolutely no
way to travel down FM2351 on foot or bike between I-45 and Beamer. None.
Traveling north-south, there is Bay Area Blvd. is the great divide - it is not
crossable on foot, not advisable on bicycle. NASA 1 is not crossable either.
There is plenty of foot and bike traffic wihin the area bordered by HWY 3, Bay
Area, MiddleBrook, and FM2351.
I wish more people knew about this survey and your activities. I happened
to encounter a postcard regarding this survey while at a bike store today.
However, I interact with others very interested in this topic often and no one
in the community mentioned this opportunity to have an impact on biking and
walking resources in our community. Bravo for your efforts!
170
Please consider connecting/extending the already existing bike facilities in
Clear Lake (bike lanes and shared-use trails) with those in Friendswood and
South Houston.
171
Integration with parks and greenbelts as well as stores would be helpful and
enjoyable.
172
I'm an avid cyclist and runner along with many associates and friends that
are productive members of our local community. We all agree that in order to
safely cycle, run or trail run we have to commute out of Clear Lake to Alvin,
League City or Bay Port in order to have rides and runs where dangerous
traffic and fear of fatal crashes aren't as big a concern. I literally know at least
a hundred local athletes who would love to spend more time in Clear Lake
training and spending their hard earned money, if only Clear Lake was a
more bike/pedestrian friendly place.
173
I mostly answered regarding interest in riding a bicycle in my work area - the
Webster Medical Center area. I would love to see workers in the Webster
Medical Center area using bicycles to commute from one medical facility to
another, post office, convenience store, restaurants, etc.
174
Egret Bay/ 270 needs bike a bike/ running path.
175
I ride a road bike with others. We would greatly appreciate bike lanes, especially those that have distinct separation from traffic flow as pictured in one of
your examples.
176
It's really annoying when roads are re-paved and there is NO concern for putting in bike lanes. Really? That's one reason why Houston was the Fattest
City in America. Good job.
177
Driver education, driver education, driver education. The average Clear Lake
drive is much more concerned with their cell-phone, make-up or iPod than
they are of maintaining awareness of their situation and surroundings.
157
"1. The sidewalks along Saturn Lane (between the fire station, junior high
school, & JSC) would be used more if there was adequate lighting. There
are no street lights between Hercules Blvd. & NASA Rd. Otherwise, I believe
more folks would consider walking from the nearby townhomes & apts. 2.
More police patrol along pedestrian routes. Many areas of Clear Lake seem
safe, but are somewhat isolated feeling. 3. A NASA employee shuttle bus
system would be ideal to have.”
158
Another factor preventing me from biking in Clear Lake is that drivers are
inconsiderate. They speed, run red lights, and change lanes without looking
-- and in some cases, they "hit and run." A cyclist will be critically injured if hit
by any car. I fear for my safety with every bike ride.
159
Seabrook paths and the paths along RedBluff are good models
160
Cyclo-commuting requires education of cyclists and motorists, not just
cyclists.
161
no
162
There needs to be more strict enforcement of the automobile traffic on
all roads before walking and biking in the Clear Lake area will be able to
become routine for my family. I do not feel safe letting any of us walk or bike
anywhere if we have to share the road with drivers in the area. The blatant
disregard for the rules of the road by civilians and police officers alike is
terrifying.
163
More trails please!
164
restrooms
165
the possibility of utilizing land on the east side of Hwy 3 between the subdivisions & the railroad tracks as hiking/biking trails.
178
do we need a bike prmit?
166
The study omits the populated sections of Meadowgreen, Oakbrook West,
Pineloch, Clear Lake City Blvd, and their associated parks and green belts.
Neighborhood layouts discourage walking to the corner store.
179
A bicycle lane on the highways would suffice.
180
167
"I live in El Lago and can;t even get to Arlan's Market in a safe way. If I could
bike safely to a grocery store with a bike trailer, i.e. wide bike lane, not in the
street, distanced from trafiic, I would do so. Perhaps a Walk/Bike-n-Ride for
the local public transit in which every resident would be able to safely walk/
bike to an area with secure bike parking less than a quarter mile from their
house and then get on a shuttle to NASA, the Mall, Bay Area Park and Ride,
and other major destinations in the area.”
Even an addition of bike lanes for some of the major thoroughfares in Clear
Lake would be highly beneficial for increasing both bike and pedestrian traffic.
It would provide dedicated areas for bikes to travel with lower risk of car hazards, and would provide a buffer between high speed traffic and pedestrians.
181
I think it is great that you are addressing these issues. I am a triathlete and
drive down to highway 96 to ride because of the wide shoulder. I would love
to be able to do my rides in Clear Lake and I would also ride my bike to work
(Johnson Space Center) if it was safer to do so. A few of my friends do ride to
work and regale us with their "barely missed getting hit by a car" stories daily.
Looking forward to seeing the improvements that will come out of this survey.
129
appendix
Response
Response
Comment
Response
Comment
182
First, thank you for conducting this survey. I bike frequently in Clear Lake for
exercise and transportation and appreciate that you are working hard on this
issue. I frequently cycle on roads where the speed limit is 45 mph and traffic
is frequently driving in excess of that. Drivers frequently pass too close, at
high speed, and often harass cyclists, either honking the horn, or offering disparaging comments. I think public awareness of cyclists and consideration for
their safety is negligible in Clear Lake. A public awareness campaign would
do wonders for repairing the relationship between cyclists and drivers.
195
183
My interest is more in biking. There are some useable bike lanes in the Clear
Lake area but my concern is that there are quite a few breaks between them
which make it difficult to access all current bike lanes.
184
Although I live in Dickinson, I run/bikeride in Clear lake area.
185
Please pay attention to connectivity to other communities to support long
distance road cycling (30-80-mile routes). Please avoid big square curbs on
roads without a bike lane or shoulder. Please continue to post "share the
road - bikes are vehicles too" type signs.
I regularly bike along NASA Road One to JSC NASA. The bike lane stops
around clear Lake park to past Space Center blvd which is very dangerous
for me. I prefer to stay in the streets for a smoother ride, particularly on my
road bike. The streets/bike lanes could be swept more often. Also who
should I call to report problems? The fancy red bricks on the sidewalks are
in poor condition. There should be trails/shoulder along Space Center Blvd
for road biking. The sidewalk is horrible and too narrow for bikes. the new
sidewalk along Kirby was a nice idea but the concrete gaps are too bumpy
for my road bike. It would be nice if the NASA Road/Space Center/Bay
Area/Red Bluff/Kirby loop was in consistent condition for a reasonably safe
jogging/riding route and it was better connected to the Armand Bayou trails
(problems such as no crossing lights, no sidewalk ramps). I would also like a
better connection to the Seabrook trails. I don't dare let me kids bike there so
I have to put the bikes on the rack. It would just be nice to ride for 10 miles
without risking my life. It would also be nice to have better biking access for
the Kemah boardwalk, Kemah bridge, and Todville road (one of my favorites
if it was safer). I regulary bike in the area and I am always ready to talk.
196
186
prevent crime
187
Clean up existing sidewalks and shoulders while inadequate bike paths and
trails are considered or implemented.
188
We really need better biking and walking accommodations. The health or our
community members and our overall environmental benefits are also excellent returns on our investments.
"Well, the survey was amateurish in that many valid options were not available...you did not focus on some valid constructs of interest...etc... I'm not
sure how much you will learn. You also assume that we want more accessibility for bikers. I find bikers to be uniformly rude and rarely do I see a biker
stop at stop signs or obey any traffic laws. I would, therefore, be resistant to
any expenditure on bike related paths/trails/etc.”
197
We are so happy someone is trying to improve this. We talk about it often as
we drive around saying our city does not encourage walking or biking with
lack of sidewalks etc. Thank you!
198
education/signage (e.g. Please Don't Run Over Our Cyclists and Pedestrians)
Please have the city correct misspellings on street signs to easier identify
location.
199
Signs to notify motorists of cyclists and pedestrians.
200
There are a lot of athletes, both runners and cyclists, in the Clear Lake area
that would put any available paths to good use.
201
The community would love to have more hike and bike trails. Thanks for
putting together the survey!
202
More trails please!
203
I recognize that you can't do anything about the weather and the fact that
often destinations aren't close to neighborhoods. But the lack of sidewalk and
the lack of bike trails is awful. I don't walk to destinations because they are
too far, but I run and bike for exercise 5-6 days per week and would love love
LOVE better trails and bike lanes for that purpose. I know hundreds of others
who would like that too.
204
Focus on making sure we have adequate options for mobility. Also, I am an
avid runner, but there is a serious lack of places to run here away from traffic.
I usually end up have to drive to places like Memorial or Hermann Park because there are no safe places away from auto traffic to run, and insufficient
lighting for the evenings.
189
no i think you've covered the basics
190
What a lot of this comes down to is that drivers in Houston do not want
to share a road with bikers, runners, walkers. I have lost count as to the
number of times I've been honked at or had a car drive way too close to me
out of spite on busy roads like space center, NASA, or 146. 146 is the worse.
Let alone the derogatory comments yelled at by drivers/passengers. Would
LOVE to see policeman on 146 pulling over jacka$$es for trying to cause
bikers to crash by doing inappropriate things. or fill the side of the road with
mattresses, so when a pickup truck forces one off the road, it'll be a soft
landing.
appendix
130
191
Not only are there few destinations within most people's homes, but Clear
Lake does not have a transit option other than the park and ride for commuters. Additionally, car culture is established in high school, where the majority
of students own and drive cars to school, even those living just 1 mile away.
The public school system should be involved in this process and students
should be given incentive to walk to bike to school.
192
not at this time
193
We want bike lanes.
194
Drivers & cyclists need to learn to share the road.
Comment
Response
Comment
205
The current bike lanes (such as on NASA Rd 1) are not sufficient. Houston
drivers have no respect for bicycles. For safety reasons I feel it is important
to have separation between the bikes and cars. Also, it is frustrating as
a biker when the lane magically disappears for 100 yards or so at various
places.
215
"Making new sidewalks level - in many cases they are slanted or uneven
Making new sidewalks straight instead of making them curvy for no reason i.e. along South Shore Blvd they are unnecessarily curvy”
216
206
improving awareness to car drivers of the right of way for bkikers, or simply
awareness of them on the road. Moved here from colorado and have not felt
safe biking here unless in a residential neighborhood. Would love to see bike
bridges over busy roads such as bay area blvd.or hwy 3
Bicyclists in the street are a danger to themselves and others; they know it,
the drivers know it, anyone who has witnessed an entire lane of cars slowly
moving to the other lane to go around a cyclist knows it. I would bike more
often if Clear Lake had smooth, separate bike lanes.
217
I think for me the concern is that there are not enough bike paths or walking
paths in the area. The walking paths that are near my house are not wide
enough to pass on without endangering the other person on the path. The
only bike trail I have is along Bay Area till I reach Red Bluff and just getting to
the Bay Area trail can be difficult sometimes due to no crossing lanes or bike
lanes from the neighborhood. I would like to see focus on hike/bike trails
that are actually in the wooded area around our community instead of on
busy streets such as Bay Area. A good example would be the Memorial area
trails or Terry Hersey park out in Katy. I shouldn't have to load my bike into
my car to go use it in another area.
218
Please consider a master plan that integrates walking and bike paths with
parks, greenspaces, recreational facilities, and retail spaces (such as coffee
shops, restaurants, and other storefronts).
219
Sidewalks should not be used by bikers. Bikers shouldn't monopolize traffic
lanes in high traffic areas. In the neighborhoods it is fairly safe to walk on
existing sidewalks or ride a bike, even in traffic lanes. Once you reach
thoroughfares such as Bay Area, NASA 1, El Dorado, El Camino, Clear Lake
City Blvd., and the like, it just isn't safe to ride a bike on the thoroughfares
(and sidewalks are not intended for use as bike lanes). From a crime and
personal safety perspective, it is not safe to be biking or walking alone on
these thoroughfares in my opinion.
220
I hate the fact that some of our sidewalks are right next to the road. I hate
this because if a driver gets distracted he/she could easily just veer into
the pedestrian area. Also, some of our desinated bike lanes are not well
maintained - all the trash from the road goes there so it is hard to ride in the
bike lane without flatting out on a road bike. Check out the NASA Parkway
bike lane - it should be swept regularly. Also, the pedestrian bridges on
Space Center North of Clear Lake City BLVD are not separated from the road
- except they are elevated. When my kids were younger, I was worried that
one of them would fall off of their bike right into the road. I would make them
ride right next to the railing. With more and more driver distraction issues,
separation from cars is essential for biking safety! Cars do not like to be held
up by bikers - some people are outright aggressive to the bikers, even though
the bikers are following the traffic laws.
221
Some riders are down right hostile and veer towards me in a threatening
manner when I bicycle. The attitudes of the drivers are the most problematic.
They need to share the road
222
The more we add safe facilities for biking and walking, the more we increase
activity and health levels, and possibly increase people using more business
that they can walk and bike to, as well as decreasing traffic issues and polution.
223
Bike routes to High Schools especially Northfork to Clear Brook High School
207
I was hit by a car while riding my bike in a quiet residential area like in
one of the photos. I was just banged up, but my bike was totaled. Every
time I go out to get exercise on my bike, I am nervous. In order to get in
enough distance for a good workout, I have to ride in traffic on Space Center
and Pineloch blvds. I really wish there was a long stretch of bike lanes
somewhere so that I could get a good workout without having to ride in
traffic. Most people ride early in the mornings due to traffic and not as much
because of the heat.
208
I would use bicycle trails alot more if available in the area. We have to drive
far to use recreational bicycle trails.
209
The sidewalks stink in this area. They are eighther to skinny, slanted, or just
end without anywhere to go. When biking there is always a seam right where
you want to bike...even some places on the NASA road 1 bike lane...which
always has TONS OF DEBRIS.
210
Many cyclists ride in excess of 15 mph, which is not safe on sidewalks - bike
lanes are needed for safe cycling transportation, and sidewalks for walking
and roller blading (and for cycling with kids). Because the large (and often,
unfortunately, serpentine-shaped) sidewalks exist in some places, motorists
expect cyclists to use them - and it's just not safe. Also consider motorist
awareness issues at business entrances - we've almost been hit by motorists
not paying attention to the bike lane when coming out of driveways. Need
to limit landscaping that is a barrier to sight lines. Thanks for your work on
this issue!
211
I am particularly concerned about not having isolated areas. We did not move
to the woodlands bcse i have three girls and i would never have let them
ride on trails behind houses and hidden by woods. I am also a long distance
rider and am cocerned about the condition of current bike paths which are
not swept and cause flats or even in some cases, the need to still ride in the
main lane.
212
I commute to work (JSC) on a bicycle, traveling about 5 miles one way. I
would like to see the shoulders maintained on Middlebrook Drive south of
Bay Area and on Space Center north of NASA Parkway, as it is not safe for
me to drive in traffic lanes on these roads, and the shoulders are often unusable, with stones, glass, weeds, cracks and broken surfaces.
213
Clear Lake Bridge design along Bay Area Blvd, Space Center, and El Camino
has inadequate pedistrian or bicycle width on each side. Very poor design
and very bad maintence are another factor.
214
There are places where a utility pole is in the middle of the sidewalk/trail area.
That doesn't make any sense.
131
appendix
Response
Response
Comment
Response
Comment
224
Roads should be more bicycle friendly ... either bike lanes or dedicated bike
paths. Also, it should be easier to park and lock a bicycle at area businesses.
237
225
Keep the bike lanes clean and free of debris. They constantly have trash/
hazards in them. They are not wide enough to feel safe.
I hope action will be taken and bike trails established for cyclists to navigate
for recreation as well as for transportation access to workplaces in Clear
Lake.
238
226
I would like to see these efforts extended south along the I-45 corridor. It
would be nice to be able to ride a bike to Galveston Isalnd and cross the
causeway or ride to Kemah/Seabrook. I would like to be able to ride from
Dickinson to the Bay Area P&R without getting run over. I have yet to find
a way to get there without using major roads. It would be nice to be able to
bike into downtown Houston if desired.
just adding biking trails/ lanes or safer ways to bike so more people can bike
to work and school like Denver, CO. maybe make kemah bridge safer with a
physical wall to block sholder for runners...? also more access to metro bus,
maybe even more bus stops and expand the route. thank you!
239
Park&Ride near pearland (example San Jac to get to a route bus that go
around the SpaceCenter).
240
Basic bicycle roadway safety classes would be nice as well as informational
sessions for motorists on sharing the road safely. I have almost been run
over by a car making a right turn who didn't have his turn signal on and didn't
see me continuing in straight. Luckily I was paying attention and was able to
stop myself in time, but in any type of collision, the bicyclist is at a disadvantage to the motorist.
241
I would like to be able to bicycle for exercise after work, but the central clear
lake area has too much traffic and very few bike lanes - even the kind that are
right in the roadway, and I do not feel safe. There needs to be education as
well (both for drivers and cyclists) to encourage mutual respect, and proper
road rules. I would also bike to work if there was a safer path (although lack
of shower facilities is an additional barrier there). I recently travelled to my
hometown of Madison, WI and found that they have an incredible network
of bicycle and multi-use trails, both on and off-road, such that you can bike
almost anywhere. It was amazing and I am completely envious! I would love
to see anything even starting to approach that here.
242
Jurisdictional issues. For example, the shoulders of roadway around the intersection of NASA Road 1 and Kirby Road is always strewn with debris. Some
of these pieces can be large (branches, car parts etc). It's tough to tell who
is in charge, but none of the municipalities that bound that area (Houston,
Pasadena, El Lago, Taylor Lake Village) seem to want to take responsibility
for keeping the roadway free of hazards.
227
We need more trails for bike and pedestrians to use. Not aesthetic sidewalks, but functional wide paths, and not just concrete.
228
I feel like building constraints that make new places of business more walking
friendly would be benificial, for example placing parking on the side or in the
rear, bike locking stations and the creation of bike lanes that are maintained
as clean areas, as opposed to the areas where trash from the road is swept,
as is often the case on NASA Rd 1.
229
appendix
132
This area need a more integrated network of trails (not sidewalks) for running
and walking and bike commuting. The inclusion of some single track type
mountain biking trails would be awesome. Sidewalks around business and
retail areas here are a bizzare in the way that they start and stop and dip
and dive and narrow and move left and right in some sort of strict application
of municiple code that ends up looking about like the most stupid result that
could be imagined from a use standpoint. In neighborhoods with low traffic
volume and lower speeds, I prefer no sidewalks and simply shared us of the
street for biking and walking. The pointlessly twisty subdivision walks just
want to make me cry for our collective stupidity.
230
A reasonable area-wide campaign for the importance of sharing the road
with cyclist/walkers/runners would be a great benefit. Some people will
not change their mind and feel that the roadways are meant only for cars
---and there's always that factor---but many may be perceptive to change to
increase safety & awareness of others using these transportation resources.
243
231
Recreational trails for families and citizens. Separate bike lanes; painted or
physically separated.
Short segments of a commmute such as the last 1/4 mile before getting to
JSC from Clear Lake make bicycling to work dangerous.
244
education of motor vehicle drivers to be cautious of cyclists not angry at them.
232
The light @ Reseda and Bay Area is difficult (to impossible) to trigger on a
bicycle. If there are no cars going in the same direction, the bicyclist must
either run the red light (when the left turn lane light is green for traffic on
Reseda) or get off their bicycle and push the pedestrian button.
245
233
Sidewalk for runners need to be asphalt or trails. Not concrete.
From my part of town, 2 of the best biking locations are not accessible due to
lack of sidewalk and difficult/dangerous interesections. I live in Pine Brook
and cannot safely and easily get to Bay Area Park and the new bike trail on
Red Bluff without taking a circuitous route or going thru dangerous intersections. I suggest a sidewalk along Bay Area (on the Brookwood neighborhood
side) between Middlebrook Drive and Red Bluff.
234
Cleaning the streets (bike lane) of major roads (NASA Parkway, 146 Kemah
Bridge). The cub side of street are full of sand, debris, glass, etc
246
235
If you could find a way to get rid of the Houston humidity, that would be awesome. :) (just kidding)
236
The bike paths that are in clear lake are to narrow and end to quickly, there
are not side walks where there should be !!!
I think there should be a bicycle lane on every street with a reasonably safe
seperation from the traffic. By simply having the facilities available, more
people will be encouraged to ride their bikes. Also, the few lanes that exist
now do not feel safe. They are thin, very close to traffic and there is a lot of
debris along side the road that ends up in the bike lane. It would be nice to
clean these as well. Once or twice a month would be great!
247
NO TAX INCREASE WITH THE QUALITY ENHANCEMENT OF PUBLIC
LIFE.
Comment
248
Need more Bike Lanes and Trails asap. People are getting killed or seriously
injured trying to ride bikes to work or for exercise.
249
cycling is a very popular sport in the Clear Lake area. It would be nice if it offered more biking trails to provide for more recreation and safety for clcylers.
250
We have bike lanes but they are right next to traffic. Most drivers are unaware
of where they drive and constantly drive inside the bike lane, or close enough
to the bike lanes so that their mirrors, trailers, and door handles are INSIDE
the bike lane and can potentially hit cyclists. Some drivers go as far as curse
and offend cyclists because they are 'too slow' i.e. slower than (or at) the
speed limit instead of faster than the speed limit. As an adult, I can take the
risk and ride on those lanes, but I would not be comfortable if a child was to
use them. Bike lanes need to be PHYSICALLY SEPARATED from motorized
vehicular traffic. The separation would create safety and make the lanes usable by both adults and children.
251
I used to ride on Space Center between Bay Area and NASA 1 as part of a
25-mile workout 2 to 3 times per week for years, but the condition has deteriorated so much that i no longer do so. I'd like to see the berm of the road
repaired, grass removed, cracks filled, etc. so I could resume using it. This is
a great route to get to NASA 1 and the bike lanes there that can take me to
Kemah and 146, which I used to love to ride to.
252
n/a
253
"Cooperation with adjacent towns to have continuous paths between towns
that actually go some place. When commuting on a bike you actually go 5-15
miles and that spans across town boarder. I live on the west side of 45 and
even though I commuted over 95% in college over 5 miles each way, I feel
very unsafe here because of the lack of bicycle paths that cross I-45 and
that actually are continuous and actually go somewhere. A good example
is bay area and hwy 3, no sidewalks crossing the track and intersection. No
sidewalk in front of black eyed pea. And at hwy 3 and bay area there is a
sidewalk on the east side of bay area but then when crossing hwy 3 there
is no sidewalk on the west side of hwy 3 until Live oak street. Sidewalks
are great when they exist, but sadly they do not exist or have sign polls,
light polls, stop light signal poles right in the corner, water hydrants or other
obstructions in the sidewalk. This itself that makes it very unsafe to walk or
ride a bike on them because there are no bike lanes at all. Just token lanes
that start in arbitrary places and end in arbitrary places while actually going
no where. Please make the paths/sidewalk dual use, thus cost effective to
construct and practical to use.
254
It would be nice to work with League City and connect their future bike ways
to some in the Clear Lake area. If bike lanes are approved it would be nice
to have them seperate from traffic, not a wide side wlak either, but an actual
bike lane.
255
Side walks are in horrible condition as well as main roads with far to many
potholes and drop offs. Another issue is that some sidewalks end abrubtly
and then start again and they do not all have wheelchair ramps. As a cyclist it
is very difficult crossing the railroad tracks and there is a lack of biking signs
displayed in the area.
256
handicapped availability. There will be much more need in the future.
257
Cycle paths will get people out of their cars for sure!!!!
258
Vehicles not respecting cyclists, and cyclists not respecting laws
133
appendix
Response
Air Quality Analysis Methodology
The air quality benefits of each recommended project
were estimated based on a methodology devised
by H-GAC and expanded here to provide a range of
estimates for various conditions. The methodology is
based on that used to compute potential demand but
with some modifications and additional steps.
appendix
134
averages as well as previous research such as LUTRAQ
study in Portland, Oregon which saw a 1.8% mode shift
from improvements, which was used as a baseline and
adjusted down for the Houston Region. The rates used
were:
Non-Motorized Mode Split (%)
Define catchment areas. Using GIS software, two
buffers, one for pedestrian projects and one for bicyclist
projects were drawn around each set of projects within
the study area to define a “catchment area” for the Year
2015 to identify trip generators that would potentially
be influenced by the improvements identified. Bicycle
projects and pedestrian projects were assumed to have
different catchment areas:
• Bicycle projects: 1 mile and 3 miles
• Pedestrian projects: ¼ mile and ½ mile
The lower values are standard H-GAC assumptions;
the higher values were proposed by the FTA in 2011 for
assessing bicycle and pedestrian projects.
Compute demand. The number of bicycle and pedestrians
trips generated was computed by multiplying the assumed
increase in mode split by the total number of trips computed
for the catchment area. This resulted in six trip estimates
for each project: high, medium, and low estimates for each
of the two buffer definitions.
Generate trips. Regional trip generation rates were used
to estimate total trips produced in the catchment area
around each project based on H-GAC estimates. The
rates used were:
• 6.54 trips per household
• 2.53 trips per job
Compute VMT reduction. Total vehicle miles traveled
(VMTs) were calculated by multiplying 2009 National
Household Travel Survey estimates of trip length (2.26
miles for bike; 0.7 miles for walking) by the computed
demand.
Assume mode split. Three mode split shifts were defined
for bicycle projects and pedestrian projects.
Mode splits estimates were based on a comparison
of existing travel modes in Clear Lake with regional
Compute air quality benefits. The methodology of
MOSERS 11.1 was used to estimate emissions reductions
using the six combinations of mode splits and buffer sizes.
Estimates for the emissions per mile were used for the
Existing
Incremental Growth
Study Area
Harris County
Low
Medium
High
Pedestrian
1.9
1.8
0.4
0.9
1.3
Bicyclist
0.2
0.3
0.1
0.2
0.3
Total
2.1
2.1
0.5
1.1
1.6
following air quality factors. The total emission were then
annualized to determine the annual kilograms (kg) per
year that could be averted by implementation of the Clear
Lake Pedestrian and Bicyclist Plan.
Emissions
(gram per mile)
NOx
0.239
VOC
0.315
CO
3.732
An example walkthrough of the air quality calculations for
one mode and scenario is shown on this page.
Calculation Step
Equation
Catchment Area
Trip Generators
a
Households
37790
b
Employment
61725
Trip Rates
c
Households
6.54
trips/day/home
d
Employment
2.53
trips/day/job
Total Trips
e=(a*c)+(b*d)
403311
Mode Shift Rate
f
0.2%
Trips Replaced
g=e*f
807
Trips
h
2.6
miles/trip
j=g*h
2097
miles
Miles per Trip
Replaced
Vehicle Miles
Travel Replaced
Emissions Factors
Total Emissions
Reduced
Quantity
Units
homes
jobs
trips/day
percent trips
k
NOx
0.239
gm/mile
l
VOC
0.315
gm/mile
m
CO
3.732
gm/mile
n=j*k
NOx
502.1
gm/day
o=j*l
VOC
660.7
gm/day
CO
7827.8
gm/day
p=j*m
Assumed Annual
Days
q
260
days/year
Metric Conversion
Factor
r
1000
gm/kg
Annual Emissions
Reduction
s=n*q*r
NOx
130.5
kg/year
t=o*q*r
VOC
171.8
kg/year
u=p*q*r
CO
2035.2
kg/year
135
appendix
Several scenarios were developed to understand the
potential range of the Air Quality benefits. Many other
factors are likely to influence to results as well including the
level and pace of plan implementation, overall and local
economic conditions, fuel prices, land use development
practices and ongoing operations and maintenance of
facilities.
Sample Scenario: H-GAC Buffer
Medium Mode Shift
Bicycle Projects
The estimated air quality benefits for all the projects,
using H-GAC and FTA buffers as well as high,
medium, and low mode split estimates, are shown
in the adjacent two tables.
bold
#
Results from example
walkthrough
Most similar to previous
H-GAC Special Districts Studies
While this analysis represents an updated approach
from the analysis from previous H-GAC Special H-GAC Baseline Project Boundary Area
Districts studies, this approach represents an
Low Mode
Medium
High Mode
Emissions Reduction
Shift
Mode Shift
Shift
attempt to better define the service area of proposed
(kg/Year)
Mode
Scenario
Scenario
Scenario
pedestrian and bicycle facilities and consider the
NOx Pedestrian
29.0
65.2
94.2
land use and development context of projects. This
Bicyclist
65.3
130.5
195.8
approach will likely produce slightly lower total air
Total
94.3
195.8
290.0
quality improvements as it provided more precise
VOC
Pedestrian
38.1
85.8
124.0
estimate of catchment area and more granularity
Bicyclist
85.9
171.8
257.7
between pedestrian and bicycle mode shifts and
Total
124.0
257.6
381.6
catchment areas.
CO
Pedestrian
451.9
1,016.8
1,468.7
appendix
136
Bicyclist
1,017.6
2,035.2
3,052.8
Total
1,469.5
3,052.0
4,521.6
Mode
Low Mode
Shift
Scenario
Medium
Mode Shift
Scenario
High Mode
Shift
Scenario
Pedestrian
40.3
90.6
130.9
Bicyclist
134.6
269.2
403.7
Total
174.8
359.8
534.6
Pedestrian
53.0
119.2
172.2
Bicyclist
177.1
354.2
531.3
Total
230.1
473.4
703.5
627.8
1,412.5
2,040.3
Bicyclist
2,098.2
4,196.3
6,294.5
Total
2,726.0
5,608.9
8,334.8
FTA Project Boundary Area
Emissions Reduction
(kg/Year)
NOx
VOC
CO
Pedestrian